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"Prior to 1919, the principal business for Cluett, Peabody & Co. was manufacturing men's shirt collars. Beginning in the 1920s the demand for collar-attached shirts grew considerably, while the detached collar business experienced a decline. In 1929 Cluett, Peabody & Co. established a national menswear business under the Arrow brand name. The "Arrow" name gradually grew into a product line that included shirts, collars, handkerchiefs, cravats, pajamas, and underwear for men and boys." -- Wikipedia
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traveling | Россия | Europe | classic sportscars & motorcycles
location | Selenogradsk, Kaliningrad Oblast, RF
📷 | Зеленогра́дск 2019 :: rumoto images # 0909
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Territory ▻ AMBER COAST ♡ Baltic Sea | Kaliningrad
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Prior to commencing scheduled services to Los Angeles via Dublin Ethiopian Airlines Dreamliner ET-ASG paid a publicity visit to the Irish capital 20/3/15.
In 1997, the owners of the Miami Heat of the National Basketball Association, which then played in the eight-year-old, publicly financed Miami Arena, threatened to move to Broward County unless they were given the $38 million parcel of land for the new arena by Alex Penelas, then-mayor of Miami. The agreement provided that the county receive 40% of annual profits of the arena above $14 million.
Kaseya Center is a multi-purpose arena on Biscayne Bay in Miami, Florida. The arena was previously named American Airlines Arena from opening in 1999 until 2019, FTX Arena from 2019 until 2023 following the bankruptcy of FTX, and Miami-Dade Arena during an interim period in 2023. Since April 2023, the naming rights to the arena are owned by Kaseya under a 17-year, $117.4 million agreement.
The arena has capacity for 19,500 people, including 2,105 club seats, 80 luxury suites, and 76 private boxes. Additionally, for more intimate performances, The Waterfront Theater, the largest indoor theater in Florida, is within the arena complex, seating between 3,000 and 5,800 patrons. The theater can be configured for concerts, worship events, family events, musical theatre shows and other stage productions. American Airlines, which has a hub at Miami International Airport, maintains a travel center at the venue.
The arena is known for its unusual scoreboard, designed by artist Christopher Janney and installed in 1998 as part of the original construction. Drawing on the underwater anemone forms, the scoreboard also changes colors depending on the atmosphere.
For concerts in an arena configuration, end stage capacity is 12,202 for 180° shows, 15,402 for 270° shows, and 18,309 for 360° shows. For center stage concerts the arena can seat 19,146.
WTVJ, the city's NBC owned-and-operated station in Miami, had their Downtown Miami Studios in the back of the arena from 2001 until 2011.
In 2013, the Miami Heat paid rent on the arena for the first time pursuant to the percentage rent agreement with the county; the payment was $3.32 million.
The arena is directly served by the Miami Metrorail at Government Center station via free transfers to Metromover Omni Loop, providing direct service to Freedom Tower station and Park West station stations, within walking distance. It is also within walking distance from the Historic Overtown/Lyric Theatre station.
The arena has 939 parking spaces, with those spaces reserved for premium seat and Dewar's 12 Clubhouse ticket holders during Heat games. Park Jockey manages the arena's on-site parking.
Credit for the data above is given to the following website:
en.wikipedia.org/wiki/Kaseya_Center
en.wikipedia.org/wiki/Parkjockey
© All Rights Reserved - you may not use this image in any form without my prior permission.
Prior to getting demolished by visiting friend Bill and me. We each chose the Tampa Bay Brewing Co.’s Reef Donkey IPA.
Listed Building Grade I
List Entry Number : 1208577
Date First Listed : 1 June 1949
Prior's tower with hall range, extension and adjoining stables; now Deanery, museum and flats. For the Priory of St Mary, Carlisle. Late C15 tower and hall with C17 extensions and alterations; further 1853 extensions by James Stewart (internal alterations now partly removed, 1882 by CJ Ferguson); 1949-51 alterations dated 1950 on rainwater head. Red sandstone ashlar, some of the extensions are of squared red sandstone, on chamfered plinth, with string courses on tower and battlemented parapet. Flat lead roof on tower; otherwise greenslate roofs with coped gables and kneelers; full and half-gabled dormers; ashlar ridge and end chimney stacks. Stable range has sandstone flag roof. The main facade faces towards the Cathedral. Central square tower of 2 storeys over basement; the hall range at the right is 2-storey, 3 bays with projecting 2-storey extension; left 3-storey, 3-bay extension and beyond is the single storey, 4-bay stables. Tower has a central 2-light cusped headed oriel window, corbelled out, in a deeply chamfered surround under hoodmould and pent roof. Other small irregular casement windows; upper floor 2-light mullioned window with diamond leaded panes. The right return has a high crease for the original roof on the hall range. Rear has similar oriel and other windows. INTERIOR has rib-vaulted basement, contemporary with the tower; panelled upper floor room with panelled doors; painted wooden ceiling has decorative and heraldic devices, applied during Prior Senhouse's term of office c1494 - 1521. Angle newel stair to top storey and roof. The Deanery has a 1950 right doorway with projecting stone porch, in a single-storey 3-bay pent extension of 1853. First floor is C17 with 2-light mullioned windows and late C17 carved panel of Bishop's arms. 2-light gabled 1/2 dormers (appear on a view of 1715). The projecting facing double gable extension at right is of 1853 with 2- and 3-light mullioned and cross-mullioned windows. The rear wall of the hall range is probably C15 stonework but now with sash and mullioned windows. INTERIOR has ground floor C16 segmental-arched stone fireplaces; an upper floor fireplace is on corbels. Now internal front wall has former C17 doorway. Wooden staircase is probably of 1882 by CJ Ferguson; C19 panelled doors. Extensive repairs in 1988-9 required the gutting of the hall range. No.5 (the left extension) was formerly part of the Deanery but now a flat. Central panelled door in stone architrave with segmental pediment and flanking windows in stone architraves were all inserted in 1950 when an 1853 pent extension was removed; left blocked opening has a double chamfered surround; a right projecting stone porch (added since 1950) gives access to tower. Above are sash windows with glazing bars in C17 stone architraves with hood cornices. The V-jointed quoining at the left of calciferous sandstone is 2-storey and above it changes to red sandstone; the third storey was added in C19 with 1/2 gabled dormers. Rear 2- and 3-light mullioned and cross-mullioned windows. INTERIOR altered. Prior's Stables, Nos 5A and 5B, have a left recessed doorway now with C20 door, the C15 flattened arch with the initials TG (for Prior Thomas Gondibour, prior c1464-1494). Further right C15 doorway has segmental chamfered arch with hoodmould. Between the doors are a small and larger sash window with glazing bars in chamfered surrounds; further left C20 window in C20 opening. Left return has C20 double plank doors in C20 former garage opening. The roof had to be rebuilt in the 1960s. INTERIORS not inspected. It is now thought that the tower was built in the 1490s, not c1507 as previously thought.
I walked through the university campus in downtown Toronto prior to my class, keeping an eye out for an interesting person to meet and photograph when I saw her. She appeared to have stepped outside on this beautiful fall day for a break between buildings and was listening to music through earbud headphones. I walked up to her and she responded with a smile and removed the earbuds. She listened with obvious interest to my introduction and invitation to become part of my project. “I’ll do it” she said without further ado. We shook hands. Meet Julianne.
We were in a rather unattractive location, between some buildings in a laneway with dumpsters and little that was positive – other than the light which was diffuse and good for a portrait. I suggested we take a few steps and use some painted plywood on the side of a building as a simple grey background. By closing the lid of a dumpster and positioning myself and Julianne carefully I was able to get a “clean” background and avoid the advertising messages above. It was all a bit iffy at first and Julianne was patient with the process and seemed a bit bemused by my efforts to transform the junkheap location into a studio.
Julianne was a natural smiler so I took the initial few photos of her smiling. I then suggested a few with a more neutral expression and explained my thinking – that sometimes peoples’ individuality shines through more when they move away from the traditional smiling pose. I knew I would have a hard time choosing later on. Once I was sure I had some usable images, I asked if she had a few more minutes to try a location I had noticed around the corner featuring metal grating over some store windows. She was good-natured about it and picked up her backpack and followed me to the storefront where we completed a few more portraits before settling into chat mode.
Julianne is 22 and was born and raised in Toronto. She is studying Philosophy at university and when I asked what she was going to do when she graduates, she hopes to pursue a graduate degree and mentioned both the University of Toronto and the University of Chicago as possibilities. I’ve studied at both universities and we had a nice time with me telling her a bit about Chicago.
When I asked Julianne what has been the greatest challenge she has had to deal with in life she asked “You mean really?” “Yes, really” I replied. “Mental illness” she replied. “Can you tell me more?” I asked. “Yes. Depression. Deep depression. I spend four years in that pit in high school and it is terrible.” “How are you doing now?” I asked. “So much better” she said. “I’m really doing well and enjoying life again.” I explained that I knew about depression both through my career as a therapist and through the experience of people in my life and it was wonderful to hear that she is now doing so well. “How did you get to this better place?” I asked. “Did you get therapy and/or medication?” “No, I didn’t” she said. “I just did it myself.” “How?” I asked, thinking it might be useful to others who read her story. “I just made myself reach out to others because I knew social contact would be the way forward, even though it didn’t feel like it would. I also made myself listen to music and read, both of which I knew would be healthy for me.” “And now?” I asked. “There is no comparison” she said with a smile. I told her others have likened it to having the world change from black and white to color and she agreed with the description. It was an inspiring story of one woman’s recovery from depression. While many benefit from medication and a therapy relationship, occasionally one meets someone like Julianne who manages to create her own way out although it was clear that human connections were an important part of her path to health.
In her spare time Julianne enjoys reading science fiction, a genre my brother loves but one which I have not learned how to enjoy very much. I told her I have a hard time suspending my disbelief but that it is interesting the way science fiction often paves the way for inventions and discoveries in the fields of science and technology. When I asked how her friends would describe her, Julianne said somewhat shyly “Probably that I’m smart and a good, loyal friend.” “You don’t have to feel arrogant saying that” I told her. “It’s just your friends talking, right?” We laughed. Her message to others? “Reach out, the world is a magical place. Enjoy it fully.”
"What was it like to be approached by a complete stranger to take part in his photography project?" "I was flattered" she replied. "I really like the way you described your project and everyone has a story to tell."
It was time to say goodbye and thank Julianne for her candor and for joining my Human Family project. Double-checking about permission to share her story, she smiled and said “Of course you can tell it. I wouldn’t have shared it otherwise.” I think it is through the courage and honesty of people like Julianne that issues like depression are being seen for what they are – illnesses which can ruin lives but which can also be overcome. I found the time I had spent with Julianne very enjoyable and very inspiring.
Thank you Julianne for taking the time and for your engaging with The Human Family. Stay healthy and I wish you well with your studies. If you make it to the University of Chicago, I hope you enjoy the unique community of Hyde Park where I grew up.
This is my 80th submission to the Human Family group on Flickr.
You can view more street portraits and stories by visiting The Human Family.
Copyright © John G. Lidstone, all rights reserved.
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Prior's Gate
This is the "Prior's Gate" through the ancient city walls of Winchester. It leads to the Cathedral Close. Note the ancient oak gates and the old half-timbered building inside.
WEEK 27 – Southaven Walmart, 2015 Remodel (IV)
While all those prior exterior pics were a mix of some from 2017 and some from 2019, this one takes us way back, in fact to a time before the Cheap Impact remodel we just saw was even finished: this pic was taken on October 11, 2015, while the grand reopening was held November 13, as we saw back at the teaser photo for this album. As you can see, the exterior didn’t change a bit in design from the original Project Impact paint job, although (as you might have guessed) they most assuredly repainted it and replaced the signage anyway, haha! (Again: what a waste…)
At least the 2020 remodel did make more changes where those cosmetic updates are concerned… and speaking of the 2020 remodel, while that will be the next we’ll see of this store, fair warning that it will probably be quite some time before I get around to sharing it. Reasons being: 1) I’ve got a whale of a backlog to get through, and I like to space out revisits to the same store/chain so as to feature other stores/chains in the meantime… 2) while reason 1 there will mean it’s a while before we get to *any* other Walmart, I still probably will feature another Walmart before this one anyhow, since I have others waiting that are much more interesting… and 3) frankly, the décor introduced in the 2020 remodel sucks, haha! So I doubt y’all will be very sad that I’m not uploading it anytime soon XD
(c) 2021 Retail Retell
These places are public so these photos are too, but just as I tell where they came from, I'd appreciate if you'd say who :)
After almost a thousand years of development, England’s monasteries – then about 800 in number – were wiped out in the later 1530s during Henry VIII’s Suppression of the Monasteries. At Castle Acre the deed of surrender was signed on 22 November 1537 by the prior, Thomas Malling, and ten monks. They were probably granted small pensions and some, as was also usual, may have become parish or chantry priests. Much of the church was almost immediately demolished.
The priory’s site and lands were then leased to John Howard, 3rd Duke of Norfolk, who sold them to Sir Thomas Gresham in 1558. By this time the monastic buildings were being removed, although the prior’s lodging was retained as a house, and stayed in use well into the 17th century. In 1615 the Castle Acre property came into the hands of the lawyer and politician Sir Edward Coke, in whose family it remains today.
Hey all !
Testing out some minor changes to lighting here, some further adjustments to be made in terms of adapters, ordered, and other bits and bobs.
Resolution in this one is quite good, managed 250 images to stack but decided that was enough so missed the wings at the back of him.
For stacking i used Zerene Stacker, Dmap with touching up from the Pmax image.
I used Photoshop to enhance colour of the eyes and reduced noise effective and increased sharpness by 50%.
In other news, my last image got Favorited by BBC spring watch, which was pointed out to me today, so very pleased with that indeed !
( Still trying to get something in a magazine )
Also, in other other news, i have a Prime 28mm lens for sale if anyone wants to grab one cheap. I won't be using this one anymore, so if anyone wants to give macro a go message me for details.
This one was taken with my new 28mm EF Prime lens reversed onto some extension tubes, more than usual mind...
The lighting on the eyes is exactly how i wanted it, but of course over exposed on the 'skin' of the fly, something i always try to avoid but failed once again.
In comparison with my last Fly stack, i have improved a lot so i am pleased with the overall outcome and progression i have made since Christmas.
Comment on anything you don't like about the photo, helping me to improve on little things like light, sharpness and colour of course.
(The backdrop is 2 coloured cards merged together, i might try to go further and create a rainbow effect to give an even brighter background in future images )
Be sure to view the LARGE image for all the detail :) www.flickr.com/photos/sequentialmacro/7359357326/sizes/k/...
And if you have time, visit my facebook page and give me a like as i am very near to my 100 like target :)
www.facebook.com/pages/Francis-Priors-Macro-Photography/1...
Cheers all !
Transdev: The Keighley Bus Company - Volvo B7TL / Plaxton President - Y701 HRN seen on Marriner Road, Keighley prior to operating a scholars service on July 11th 2024
American Avocet (Recurvirostra americana) feeding on a small wetland in western Saskatchewan prior to its southward migration. This wetland was located west of Kindersley, Saskatchewan, Canada.
25 September, 2014.
Slide # GWB_20140925_5210.CR2
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Use of this image on websites, blogs or other media without explicit permission is not permitted.
© Gerard W. Beyersbergen - All Rights Reserved Worldwide In Perpetuity - No Unauthorized Use.
Prior to the creation of London Transport, as the LPTB, in 1933 the ownership and operation of London's transport system was fragmented between a mix of public and private ownership. In the case of the city's tramways other than the London County Council's network the other big player was the Underground group who, through a series of at times complex acquisitions and holding companies most notably the London & Suburban Traction Co Ltd, had control of three tram systems that served the Northern, Western & Southern suburbs of London. There was much inter-running and joint operation especially between the LCC and Croydon Corporations as seen here but this map only shows 'the half of it'. To see the complete tramway system you'd need the LCC map as well along with other smaller municipal tram operators - and overlying all of this was the Underground owned General bus company who, by this date, were cementing their place as the primary but not monopoly operator of motor buses.
The cover to the 1931 folder has the quite complex version of the Johnston roundel identity, this with the names of all three subsidiaries squeezed into the bar, and that still includes the ealry 'crossed VV' version of the W that had been largely dropped from the typeface's alphabet by the mid-20s. The companies were; the Metropolitan Electric Tramways, with their main offices at Manor House, and who had links to the North Metropolitan electricity company as well as operating 'tramways and light railways' on behalf of both Middlesex and Hertfordshire County Councils. The Manor House offices also technically managed the west London based London United Tramways whilst south of the river, at Sutton Depot, the smaller South Metropolitan Electric Tramways & Lighting Co Ltd was based - their title hinting at the one of the early spurs to development of the electricity industry when a base load for tramways would also be available for domestic supply.
The guide and timetables list the services, hours of operation and running times along with basic fare details. One useful faeture available on certain tram routes was that of through fares on to the commonly owned tube network and indeed this was one of the earliest examples of a degree of integrated marketing and fares structures in the UK. One thing not mentioned on this map, being 1931, was the imminent conversion of the first tram routes to trolleybus operation that was about to occur in the Kingston area. By 1930, after only a few decades, official policy was turning against the tram and as first generation rolling stock fell increasingly due for renewal operators were looking for alternatives. If not the motor bus - the electric bus had the advantage of continuing to use the often large capital investment in generation and distribution infrastructure. After the formation of LT in 1933 the decision was made to convert the whole of London's tram system to the seemingly more modern and flexible trolleybus - but that is another story.
This southern section of the map shows the long LUT route to Uxbridge as well as that company's network of services around Kingston and Twickenham that ran south into SMET territory towards Croydon and Sutton. The SMET had connections with both Crydon Corporation Tramways and the LCCT. It also shows the location of various inner London termini served by joint operation with LCCT.
Corn Creek
Desert NWR
Nevada, USA
Nov 17, 2021
Both Sagebrush and Bell's can be found in the winter. Probably 10/1 Sagebrush to Bell's ratio.
The Postcard
A postally unused postcard that was published prior to 1995 by City Merchandise of 68, 34th. Street, Brooklyn, N.Y. The card has a divided back.
The photography was by Alan Schein.
On the back of the card is printed:
'Manhattan and Brooklyn
Bridges. New York.'
NYC - The World Trade Center 1973 - 2001
The original World Trade Center was a large complex of seven buildings in the Financial District of Lower Manhattan, New York City. It opened on April 4, 1973, and was destroyed in 2001 during the September 11 attacks.
At the time of their completion, the Twin Towers—the original 1 World Trade Center (the North Tower), at 1,368 feet (417 m); and 2 World Trade Center (the South Tower), at 1,362 feet (415.1 m)—were the tallest buildings in the world.
Other buildings in the complex included the Marriott World Trade Center (3 WTC), 4 WTC, 5 WTC, 6 WTC, and 7 WTC. The complex contained 13,400,000 square feet (1,240,000 m2) of office space. That's a lot of space - 308 acres.
The core complex was built between 1966 and 1975, at a cost of $400 million (equivalent to $2.27 billion in 2018).
During its existence, the World Trade Center experienced several major incidents, including a fire on the 13th. February 1975, a bombing on the 26th. February 1993, and a bank robbery on the 14th. January 1998.
In 1998, the Port Authority of New York and New Jersey decided to privatize it by leasing the buildings to a private company to manage. It awarded the lease to Silverstein Properties in July 2001.
The 9/11 Attacks
On the morning of the 11th. September 2001, Al-Qaeda-affiliated hijackers flew two Boeing 767 jets into the Twin Towers within minutes of each other; two hours later, both towers collapsed. The attacks killed 2,606 people in the towers and their vicinity, as well as all 157 on board the two aircraft.
Falling debris from the towers, combined with fires that the debris initiated in several surrounding buildings, led to the partial or complete collapse of all the buildings in the complex, and caused catastrophic damage to ten other large structures in the surrounding area.
Subsequent Developments
The clean-up and recovery process at the World Trade Center site took eight months, during which the remains of the other buildings were demolished.
A new World Trade Center complex is being built (2020) with six new skyscrapers and several other buildings, many of which are complete. A memorial and museum to those killed in the attacks, a new rapid transit hub, and an elevated park have been opened.
One World Trade Center, the tallest building in the Western Hemisphere at 1,776 feet (541 m) and the lead building for the new complex, was completed in May 2013, and opened in November 2014.
During its existence prior to 2001, the World Trade Center was an icon of New York City. It had a major role in popular culture, and according to one estimate was depicted in 472 films. Following the World Trade Center's destruction, mentions of the complex were altered or deleted, and several dozen "memorial films" were created.
For details of the earlier 1993 bomb attack on the WTC, please search for the tag 79CMP42
Economic Effects of the September 11 Attacks
The September 11 attacks in 2001 were followed by initial shocks causing global stock markets to drop sharply. The attacks themselves resulted in approximately $40 billion in insurance losses, making it one of the largest insured events ever.
-- Financial markets
On Tuesday, September 11, 2001, the opening of the New York Stock Exchange (NYSE) was delayed after the first plane crashed into the World Trade Center's North Tower, and trading for the day was canceled after the second plane crashed into the South Tower.
The NASDAQ also canceled trading. The New York Stock Exchange Building was then evacuated as well as nearly all banks and financial institutions on Wall Street and in many cities across the country.
The London Stock Exchange and other stock exchanges around the world were also closed down and evacuated in fear of follow-up terrorist attacks.
The New York Stock Exchange remained closed until the following Monday. This was only the third time in history that the NYSE experienced prolonged closure, the first time being during the early months of the Great War, and the second in March 1933 during the Great Depression.
Trading on the United States bond market also ceased; the leading government bond trader, Cantor Fitzgerald, was based in the World Trade Center. The New York Mercantile Exchange was also closed for a week after the attacks.
The Federal Reserve issued a statement, saying:
"We are open and operating. The
discount window is available to
meet liquidity needs."
The Federal Reserve added $100 billion in liquidity per day during the three days following the attack in order to help avert a financial crisis.
Gold prices spiked upwards, from $215.50 to $287 an ounce in London trading. Oil prices also spiked upwards. Gas prices in the United States also briefly shot up, though the spike in prices lasted only about one week.
Currency trading continued, with the United States dollar falling sharply against the Euro, British pound, and Japanese yen.
The next day, European stock markets fell sharply, including declines of 4.6% in Spain, 8.5% in Germany, and 5.7% on the London Stock Exchange.
Stocks in the Latin American markets also plunged, with a 9.2% drop in Brazil, 5.2% drop in Argentina, and 5.6% decline in Mexico, before trading was halted.
-- Effect on Economic Sectors
In international and domestic markets, stocks of companies in some sectors were hit particularly hard. Travel and entertainment stocks fell, while communications, pharmaceutical and military/defense stocks rose. Online travel agencies particularly suffered, as they cater to leisure travel.
-- Insurance Consequences of the Attacks
Insurance losses due to 9/11 were more than one and a half times greater than what was previously the largest disaster (Hurricane Andrew) in terms of losses.
The losses included business interruption ($11.0 billion), property ($9.6 billion), liability ($7.5 billion), workers compensation ($1.8 billion), and others ($2.5 billion).
The firms with the largest losses included Berkshire Hathaway, Lloyd's, Swiss Re, and Munich Re, all of which are reinsurers, with more than $2 billion in losses for each.
Shares of major reinsurers, including Swiss Re and Baloise Insurance Group dropped by more than 10%, while shares of Swiss Life dropped 7.8%.
Although the insurance industry held reserves that covered the 9/11 attacks, insurance companies were reluctant to continue providing coverage for future terrorist attacks. Only a few insurers continue to offer such coverage.
-- Consequences for Airlines and Aviation
Flights were grounded in various places across the United States and Canada that did not necessarily have operational support in place, such as dedicated ground crews.
A large number of transatlantic flights landed in Gander, Newfoundland and in Halifax, Nova Scotia, with the logistics handled by Transport Canada in Operation Yellow Ribbon.
In order to help with the immediate needs of victims' families, United Airlines and American Airlines both provided initial payments of $25,000. The airlines were also required to refund ticket purchases for anyone unable to fly.
The 9/11 attacks compounded financial troubles that the airline industry was already experiencing before the attacks. Share prices of airlines and airplane manufacturers plummeted after the attacks.
Midway Airlines, already on the brink of bankruptcy, shut down operations almost immediately afterward. Swissair, unable to make payments to creditors on its large debt was grounded on the 2nd. October 2001 and later liquidated.
Other airlines were threatened with bankruptcy, and tens of thousands of layoffs were announced in the week following the attacks. To help the industry, the federal government provided an aid package, including $10 billion in loan guarantees, along with $5 billion for short-term assistance.
The reduction in air travel demand caused by the attack is also seen as a contributory reason for the retirement of the only supersonic aircraft in service at the time, Concorde.
-- Effects of the Attacks on Tourism
Tourism in New York City plummeted, causing massive losses in a sector that employed 280,000 people and generated $25 billion per year.
In the week following the attack, hotel occupancy fell below 40%, and 3,000 employees were laid off.
Tourism, hotel occupancy, and air travel also fell drastically across the nation. The reluctance to fly may have been due to increased fear of a repeat attack. Suzanne Thompson, Professor of Psychology at Pomona College, conducted interviews with 501 people who were not direct victims of 9/11.
From this, she concluded that:
"Most participants felt more distress
(65%) and a stronger fear of flying
(55%) immediately after the event
than they did before the attacks."
-- Effects on Security
Since the 9/11 attacks, substantial resources have been put in place in the US towards improving security, in the areas of homeland security, national defense, and in the private sector.
-- Effects on New York City
In New York City, approximately 430,000 jobs were lost, and there were $2.8 billion in lost wages over the three months following the 9/11 attacks. The economic effects were mainly focused on the city's export economy sectors.
The GDP for New York City was estimated to have declined by $30.3 billion over the final three months of 2001 and all of 2002.
The Federal government provided $11.2 billion in immediate assistance to the Government of New York City in September 2001, and $10.5 billion in early 2002 for economic development and infrastructure needs.
The 9/11 attacks also had great impact on small businesses in Lower Manhattan, located near the World Trade Center. Approximately 18,000 small businesses were destroyed or displaced after the attacks.
The Small Business Administration provided loans as assistance, while Community Development Block Grants and Economic Injury Disaster Loans were used by the Federal Government to provide assistance to small business affected by the 9/11 attacks.
-- Other Effects of the Attacks
The September 11 attacks also led directly to the U.S. war in Afghanistan, as well as additional homeland security spending.
The attacks were also cited as a rationale for the Iraq war.
The cost of the two wars so far has surpassed $6 trillion.
Brooklyn Bridge
The Brooklyn Bridge (behind Manhattan Bridge in the photograph) is a hybrid cable-stayed/suspension bridge. Opened on the 24th. May 1883, the Brooklyn Bridge was the first fixed crossing of the East River.
It was also the longest suspension bridge in the world at the time of its opening, with a main span of 1,595.5 feet (486.3 m).
The bridge was designed by John A. Roebling. The project's chief engineer, his son Washington Roebling, contributed further design work, assisted by the latter's wife, Emily Warren Roebling.
Construction started in 1870, with the Tammany Hall-controlled New York Bridge Company overseeing construction, although numerous controversies and the novelty of the design prolonged the project over thirteen years.
Since opening, the Brooklyn Bridge has undergone several reconfigurations, having carried horse-drawn vehicles and elevated railway lines until 1950.
To alleviate increasing traffic flows, additional bridges and tunnels were built across the East River.
The Brooklyn Bridge is the southernmost of the four toll-free vehicular bridges connecting Manhattan Island and Long Island, with the Manhattan Bridge, the Williamsburg Bridge, and the Queensboro Bridge to the north. Only passenger vehicles and pedestrian and bicycle traffic are permitted.
A major tourist attraction since its opening, the Brooklyn Bridge has become an icon of New York City. Over the years, the bridge has been used as the location for various stunts and performances, as well as several crimes and attacks.
Following gradual deterioration, the Brooklyn Bridge has been renovated several times, including in the 1950's, 1980's, and 2010's.
Description of Brooklyn Bridge
The Brooklyn Bridge, an early example of a steel-wire suspension bridge, uses a hybrid cable-stayed/suspension bridge design, with both vertical and diagonal suspender cables.
Its stone towers are neo-Gothic, with characteristic pointed arches. The New York City Department of Transportation (NYCDOT), which maintains the bridge, says that its original paint scheme was "Brooklyn Bridge Tan" and "Silver", although a writer for The New York Post states that it was originally entirely "Rawlins Red".
The Deck of the Brooklyn Bridge
To provide sufficient clearance for shipping in the East River, the Brooklyn Bridge incorporates long approach viaducts on either end to raise it from low ground on both shores.
Including approaches, the Brooklyn Bridge is a total of 6,016 feet (1,834 m) long. The main span between the two suspension towers is 1,595.5 feet (486.3 m) long, and 85 feet (26 m) wide.
The bridge elongates and contracts between the extremes of temperature from 14 to 16 inches. Navigational clearance is 127 ft (38.7 m) above mean high water. A 1909 Engineering Magazine article said that, at the center of the span, the height could fluctuate by more than 9 feet (2.7 m) due to temperature and traffic loads.
At the time of construction, engineers had not yet discovered the aerodynamics of bridge construction, and bridge designs were not tested in wind tunnels.
It was coincidental that the open truss structure supporting the deck is, by its nature, subject to fewer aerodynamic problems. This is because John Roebling designed the Brooklyn Bridge's truss system to be six to eight times stronger than he thought it needed to be.
However, due to a supplier's fraudulent substitution of inferior-quality cable in the initial construction, the bridge was reappraised at the time as being only four times as strong as necessary.
The Brooklyn Bridge can hold a total load of 18,700 short tons, a design consideration from when it originally carried heavier elevated trains.
An elevated pedestrian-only promenade runs in between the two roadways and 18 feet (5.5 m) above them. The path is 10 to 17 feet (3.0 to 5.2 m) wide. The iron railings were produced by Janes & Kirtland, a Bronx iron foundry that also made the United States Capitol dome and the Bow Bridge in Central Park.
The Cables of Brooklyn Bridge
The Brooklyn Bridge contains four main cables, which descend from the tops of the suspension towers and support the deck. Each main cable measures 15.75 inches (40.0 cm) in diameter, and contains 5,282 parallel, galvanized steel wires wrapped closely together. These wires are bundled in 19 individual strands, with 278 wires to a strand.
This was the first use of bundling in a suspension bridge, and took several months for workers to tie together. Since the 2000's, the main cables have also supported a series of 24-watt LED lighting fixtures, referred to as "necklace lights" due to their shape.
1,520 galvanized steel wire suspender cables hang downward from the main cables.
Brooklyn Bridge Anchorages
Each side of the bridge contains an anchorage for the main cables. The anchorages are limestone structures located slightly inland, measuring 129 by 119 feet (39 by 36 m) at the base and 117 by 104 feet (36 by 32 m) at the top.
Each anchorage weighs 60,000 short tons. The Manhattan anchorage rests on a foundation of bedrock, while the Brooklyn anchorage rests on clay.
The anchorages contain numerous passageways and compartments. Starting in 1876, in order to fund the bridge's maintenance, the New York City government made the large vaults under the bridge's Manhattan anchorage available for rent, and they were in constant use during the early 20th. century.
The vaults were used to store wine, as they maintained a consistent 60 °F (16 °C) temperature due to a lack of air circulation. The Manhattan vault was called the "Blue Grotto" because of a shrine to the Virgin Mary next to an opening at the entrance.
The vaults were closed for public use in the late 1910's and 1920's during the Great War and Prohibition, but were reopened thereafter.
When New York magazine visited one of the cellars in 1978, it discovered a fading inscription on a wall reading:
"Who loveth not wine, women and song,
he remaineth a fool his whole life long."
Leaks found within the vault's spaces necessitated repairs during the late 1980's and early 1990's. By the late 1990's, the chambers were being used to store maintenance equipment.
The Towers of the Brooklyn Bridge
The bridge's two suspension towers are 278 feet (85 m) tall, with a footprint of 140 by 59 feet (43 by 18 m) at the high water line.
They are built of limestone, granite, and Rosendale cement. The limestone was quarried at the Clark Quarry in Essex County, New York. The granite blocks were quarried and shaped on Vinalhaven Island, Maine, under a contract with the Bodwell Granite Company, and delivered from Maine to New York by schooner.
The Manhattan tower contains 46,945 cubic yards (35,892 m3) of masonry, while the Brooklyn tower has 38,214 cubic yards (29,217 m3) of masonry.
Each tower contains a pair of Gothic Revival pointed arches, through which the roadways run. The arch openings are 117 feet (36 m) tall and 33.75 feet (10.29 m) wide.
The Brooklyn Bridge Caissons
The towers rest on underwater caissons made of southern yellow pine. Both caissons contain interior spaces that were used by construction workers. The Manhattan side's caisson is slightly larger, measuring 172 by 102 feet (52 by 31 m) and located 78.5 feet (23.9 m) below high water, while the Brooklyn side's caisson measures 168 by 102 feet (51 by 31 m) and is located 44.5 feet (13.6 m) below high water.
The caissons were designed to hold at least the weight of the towers which would exert a pressure of 5 short tons per square foot when fully built, but the caissons were over-engineered for safety.
During an accident on the Brooklyn side, when air pressure was lost and the partially-built towers dropped full-force down, the caisson sustained an estimated pressure of 23 short tons per square foot with only minor damage. Most of the timber used in the bridge's construction, including in the caissons, came from mills at Gascoigne Bluff on St. Simons Island, Georgia.
The Brooklyn side's caisson, which was built first, originally had a height of 9.5 feet (2.9 m) and a ceiling composed of five layers of timber, each layer 1 foot (0.30 m) tall. Ten more layers of timber were later added atop the ceiling, and the entire caisson was wrapped in tin and wood for further protection against flooding.
The thickness of the caisson's sides was 8 feet (2.4 m) at both the bottom and the top. The caisson had six chambers: two each for dredging, supply shafts, and airlocks.
The caisson on the Manhattan side was slightly different because it had to be installed at a greater depth. To protect against the increased air pressure at that depth, the Manhattan caisson had 22 layers of timber on its roof, seven more than its Brooklyn counterpart had. The Manhattan caisson also had fifty 4-inch (10 cm)-diameter pipes for sand removal, a fireproof iron-boilerplate interior, and different airlocks and communication systems.
History of the Brooklyn Bridge
Proposals for a bridge between the then-separate cities of Brooklyn and New York had been suggested as early as 1800. At the time, the only travel between the two cities was by a number of ferry lines.
Engineers presented various designs, such as chain or link bridges, though these were never built because of the difficulties of constructing a high enough fixed-span bridge across the extremely busy East River.
There were also proposals for tunnels under the East River, but these were considered prohibitively expensive. The current Brooklyn Bridge was conceived by German immigrant John Augustus Roebling in 1852.
He had previously designed and constructed shorter suspension bridges, such as Roebling's Delaware Aqueduct in Lackawaxen, Pennsylvania, and the John A. Roebling Suspension Bridge between Cincinnati, Ohio, and Covington, Kentucky.
In February 1867, the New York State Senate passed a bill that allowed the construction of a suspension bridge from Brooklyn to Manhattan.
Two months later, the New York and Brooklyn Bridge Company was incorporated. There were twenty trustees in total: eight each appointed by the mayors of New York and Brooklyn, as well as the mayors of each city and the auditor and comptroller of Brooklyn.
The company was tasked with constructing what was then known as the New York and Brooklyn Bridge. Alternatively, the span was just referred to as the "Brooklyn Bridge", a name originating in a 25th. January 1867 letter to the editor of the Brooklyn Daily Eagle.
The act of incorporation, which became law on the 16th. April 1867, authorized the cities of New York (now Manhattan) and Brooklyn to subscribe to $5 million in capital stock, which would fund the bridge's construction.
Roebling was subsequently named as the main engineer of the work, and by September 1867, he had presented a master plan of a bridge that would be longer and taller than any suspension bridge previously built.
It would incorporate roadways and elevated rail tracks, whose tolls and fares would provide the means to pay for the bridge's construction. It would also include a raised promenade that served as a leisurely pathway.
The proposal received much acclaim in both cities, and residents predicted that the New York and Brooklyn Bridge's opening would have as much of an impact as the Suez Canal, the first transatlantic telegraph cable, or the first transcontinental railroad.
By early 1869, however, some individuals started to criticize the project, saying either that the bridge was too expensive, or that the construction process was too difficult.
To allay concerns about the design of the New York and Brooklyn Bridge, Roebling set up a "Bridge Party" in March 1869, where he invited engineers and members of U.S. Congress to see his other spans. Following the bridge party in April, Roebling and several engineers conducted final surveys.
During these surveys, it was determined that the main span would have to be raised from 130 to 135 feet (40 to 41 m), requiring several changes to the overall design.
In June 1869, while conducting these surveys, Roebling sustained a crush injury to his foot when a ferry pinned it against a piling. After amputation of his crushed toes, he developed a tetanus infection that left him incapacitated and resulted in his death the following month.
Washington Roebling, John Roebling's 32-year-old son, was then hired to fill his father's role. When the younger Roebling was hired, Tammany Hall leader William M. Tweed also became involved in the bridge's construction because, as a major landowner in New York City, he had an interest in the project's completion.
The New York and Brooklyn Bridge Company - later known simply as the New York Bridge Company - was actually overseen by Tammany Hall, and it approved Roebling's plans and designated him as chief engineer of the project.
Construction of the Brooklyn Bridge
The Caissons
Construction of the Brooklyn Bridge began on the 2nd. January 2, 1870. The first work entailed the construction of two caissons, upon which the suspension towers would be built.
A caisson is a large watertight chamber, open at the bottom, from which the water is kept out by air pressure and in which construction work may be carried out under water.
The Brooklyn side's caisson was built at the Webb & Bell shipyard in Greenpoint, Brooklyn, and was launched into the river on the 19th. March 1870. Compressed air was pumped into the caisson, and workers entered the space to dig the sediment until it sank to the bedrock. As one sixteen-year-old from Ireland, Frank Harris, described the fearful experience:
"The six of us were working naked to the waist
in the small iron chamber with the temperature
of about 80 degrees Fahrenheit.
In five minutes the sweat was pouring from us,
and all the while we were standing in icy water
that was only kept from rising by the terrific
pressure. No wonder the headaches were
blinding."
Once the caisson had reached the desired depth, it was to be filled in with vertical brick piers and concrete. However, due to the unexpectedly high concentration of large boulders on the riverbed, the Brooklyn caisson took several months to sink to the desired depth.
Furthermore, in December 1870, its timber roof caught fire, delaying construction further. The "Great Blowout", as the fire was called, delayed construction for several months, since the holes in the caisson had to be repaired.
On the 6th. March 1871, the repairs were finished, and the caisson had reached its final depth of 44.5 feet (13.6 m); it was filled with concrete five days later. Overall, about 264 individuals were estimated to have worked in the caisson every day, but because of high worker turnover, the final total was thought to be about 2,500 men.
In spite of this, only a few workers were paralyzed. At its final depth, the caisson's air pressure was 21 pounds per square inch. Normal air pressure is 14.7 psi.
The Manhattan side's caisson was the next structure to be built. To ensure that it would not catch fire like its counterpart had, the Manhattan caisson was lined with fireproof plate iron.
It was launched from Webb & Bell's shipyard on the 11th. May 1871, and maneuvered into place that September.
Due to the extreme underwater air pressure inside the much deeper Manhattan caisson, many workers became sick with "the bends" - decompression sickness - during this work, despite the incorporation of airlocks (which were believed to help with decompression sickness at the time).
This condition was unknown at the time, and was first called "caisson disease" by the project physician, Andrew Smith. Between the 25th. January and the 31st. May 1872, Smith treated 110 cases of decompression sickness, while three workers died from the condition.
When iron probes underneath the Manhattan caisson found the bedrock to be even deeper than expected, Washington Roebling halted construction due to the increased risk of decompression sickness.
After the Manhattan caisson reached a depth of 78.5 feet (23.9 m) with an air pressure of 35 pounds per square inch, Washington deemed the sandy subsoil overlying the bedrock 30 feet (9.1 m) beneath to be sufficiently firm, and subsequently infilled the caisson with concrete in July 1872.
Washington Roebling himself suffered a paralyzing injury as a result of caisson disease shortly after ground was broken for the Brooklyn tower foundation.
His debilitating condition left him unable to supervise the construction in person, so he designed the caissons and other equipment from his apartment, directing the completion of the bridge through a telescope in his bedroom.
His wife, Emily Warren Roebling, not only provided written communications between her husband and the engineers on site, but also understood mathematics, calculations of catenary curves, strengths of materials, bridge specifications, and the intricacies of cable construction.
She spent the next 11 years helping supervise the bridge's construction, taking over much of the chief engineer's duties, including day-to-day supervision and project management.
The Towers of the Brooklyn Bridge
After the caissons were completed, piers were constructed on top of each of them upon which masonry towers would be built. The towers' construction was a complex process that took four years.
Since the masonry blocks were heavy, the builders transported them to the base of the towers using a pulley system with a continuous 1.5-inch (3.8 cm)-diameter steel wire rope, operated by steam engines at ground level.
The blocks were then carried up on a timber track alongside each tower and maneuvered into the proper position using a derrick atop the towers. The blocks sometimes vibrated the ropes because of their weight, but only once did a block fall.
Construction of the suspension towers started in mid-1872, and by the time work was halted for the winter in late 1872, parts of each tower had already been built. By mid-1873, there was substantial progress on the towers' construction.
The arches of the Brooklyn tower were completed by August 1874. The tower was substantially finished by December 1874, with the erection of saddle plates for the main cables at the top of the tower.
The last stone on the Brooklyn tower was raised in June 1875, and the Manhattan tower was completed in July 1876.
The work was dangerous: by 1876, three workers had died having fallen from the towers, while nine other workers were killed in other accidents.
By 1875, while the towers were being constructed, the project had depleted its original $5 million budget. Two bridge commissioners, one each from Brooklyn and Manhattan, petitioned New York state lawmakers to allot another $8 million for construction. Legislators authorized the money on condition that the cities would buy the stock of Brooklyn Bridge's private stockholders.
Work proceeded concurrently on the anchorages on each side. The Brooklyn anchorage broke ground in January 1873 and was substantially completed by August 1875.
The Manhattan anchorage was built in less time. Having started in May 1875, it was mostly completed by July 1876. The anchorages could not be fully completed until the main cables were spun, at which point another 6 feet (1.8 m) would be added to the height of each 80-foot (24 m) anchorage.
The Brooklyn Bridge Cables
The first temporary wire was stretched between the towers on the 15th. August 1876, using chrome steel provided by the Chrome Steel Company of Brooklyn. The wire was then stretched back across the river, and the two ends were spliced to form a traveler, a lengthy loop of wire connecting the towers, which was driven by a 30 horsepower (22 kW) steam hoisting engine at ground level.
The wire was one of two that were used to create a temporary footbridge for workers while cable spinning was ongoing. The next step was to send an engineer across the completed traveler wire in a boatswain's chair slung from the wire, to ensure it was safe enough.
The bridge's master mechanic, E. F. Farrington, was volunteered for this task, and an estimated crowd of 10,000 people on both shores watched him cross.
A second traveler wire was then stretched across the span. The temporary footbridge, located some 60 feet (18 m) above the elevation of the future deck, was completed in February 1877.
By December 1876, a steel contract for the permanent cables still had not been awarded. There was disagreement over whether the bridge's cables should use the as-yet-untested Bessemer steel, or the well-proven crucible steel.
Until a permanent contract was awarded, the builders ordered 30 short tons of wire in the interim, 10 tons each from three companies, including Washington Roebling's own steel mill in Brooklyn.
In the end, it was decided to use number 8 Birmingham gauge (approximately 4 mm or 0.165 inches in diameter) crucible steel, and a request for bids was distributed, to which eight companies responded.
In January 1877, a contract for crucible steel was awarded to J. Lloyd Haigh, who was associated with bridge trustee Abram Hewitt, whom Roebling distrusted.
The spinning of the wires required the manufacture of large coils of it which were galvanized but not oiled when they left the factory. The coils were delivered to a yard near the Brooklyn anchorage. There they were dipped in linseed oil, hoisted to the top of the anchorage, dried out and spliced into a single wire, and finally coated with red zinc for further galvanizing.
There were thirty-two drums at the anchorage yard, eight for each of the four main cables. Each drum had a capacity of 60,000 feet (18,000 m) of wire. The first experimental wire for the main cables was stretched between the towers on the 29th. May 29 1877, and spinning began two weeks later.
All four main cables had been strung by that July. During that time, the temporary footbridge was unofficially opened to members of the public, who could receive a visitor's pass; by August 1877 several thousand visitors from around the world had used the footbridge. The visitor passes ceased that September after a visitor had an epileptic seizure and nearly fell off.
As the wires were being spun, work also commenced on the demolition of buildings on either side of the river for the Brooklyn Bridge's approaches; this work was mostly complete by September 1877. The following month, initial contracts were awarded for the suspender wires, which would hang down from the main cables and support the deck. By May 1878, the main cables were more than two-thirds complete.
However, the following month, one of the wires slipped, killing two people and injuring three others. In 1877, Hewitt wrote a letter urging against the use of Bessemer steel in the bridge's construction. Bids had been submitted for both crucible steel and Bessemer steel; John A. Roebling's Sons submitted the lowest bid for Bessemer steel, but at Hewitt's direction, the contract was awarded to Haigh.
A subsequent investigation discovered that Haigh had substituted inferior quality wire in the cables. Of eighty rings of wire that were tested, only five met standards, and it was estimated that Haigh had earned $300,000 from the deception.
At this point, it was too late to replace the cables that had already been constructed. Roebling determined that the poorer wire would leave the bridge only four times as strong as necessary, rather than six to eight times as strong. The inferior-quality wire was allowed to remain, and 150 extra wires were added to each cable.
To avoid public controversy, Haigh was not fired, but instead was required to personally pay for higher-quality wire. The contract for the remaining wire was awarded to the John A. Roebling's Sons, and by the 5th. October 1878, the last of the main cables' wires went over the river.
After the suspender wires had been placed, workers began erecting steel crossbeams to support the roadway as part of the bridge's overall superstructure. Construction on the bridge's superstructure started in March 1879, but, as with the cables, the trustees initially disagreed on whether the steel superstructure should be made of Bessemer or crucible steel.
That July, the trustees decided to award a contract for 500 short tons of Bessemer steel to the Edgemoor Iron Works, based in Philadelphia. The trustees later ordered another 500 short tons of Bessemer steel. However, by February 1880 the steel deliveries had not started.
That October, the bridge trustees questioned Edgemoor's president about the delay in steel deliveries. Despite Edgemoor's assurances that the contract would be fulfilled, the deliveries still had not been completed by November 1881.
Brooklyn mayor Seth Low, who became part of the board of trustees in 1882, became the chairman of a committee tasked to investigate Edgemoor's failure to fulfill the contract. When questioned, Edgemoor's president stated that the delays were the fault of another contractor, the Cambria Iron Company, who were manufacturing the eyebars for the bridge trusses.
Further complicating the situation, Washington Roebling had failed to appear at the trustees' meeting in June 1882, since he had gone to Newport, Rhode Island. After the news media discovered this, most of the newspapers called for Roebling to be fired as chief engineer, except for the Daily State Gazette of Trenton, New Jersey, and the Brooklyn Daily Eagle.
Some of the longstanding trustees were willing to vouch for Roebling, since construction progress on the Brooklyn Bridge was still ongoing. However, Roebling's behavior was considered suspect among the younger trustees who had joined the board more recently.
Construction progress on the bridge itself was submitted in formal monthly reports to the mayors of New York and Brooklyn. For example, the August 1882 report noted that the month's progress included 114 intermediate cords erected within a week, as well as 72 diagonal stays, 60 posts, and numerous floor beams, bridging trusses, and stay bars.
By early 1883, the Brooklyn Bridge was considered mostly completed and was projected to open that June. Contracts for bridge lighting were awarded by February 1883, and a toll scheme was approved that March.
Opposition to the Bridge
There was substantial opposition to the bridge's construction from shipbuilders and merchants located to the north, who argued that the bridge would not provide sufficient clearance underneath for ships.
In May 1876, these groups, led by Abraham Miller, filed a lawsuit in the United States District Court against the cities of New York and Brooklyn.
In 1879, an Assembly Sub-Committee on Commerce and Navigation began an investigation into the Brooklyn Bridge. A seaman who had been hired to determine the height of the span, testified to the committee about the difficulties that ship masters would experience in bringing their ships under the bridge when it was completed.
Another witness, Edward Wellman Serrell, a civil engineer, said that the calculations of the bridge's assumed strength were incorrect.
However the Supreme Court decided in 1883 that the Brooklyn Bridge was a lawful structure.
The Opening of the Brooklyn Bridge
The Brooklyn Bridge was opened for use on the 24th. May 1883. Thousands of people attended the opening ceremony, and many ships were present in the East River for the occasion. Officially, Emily Warren Roebling was the first to cross the bridge.
The bridge opening was also attended by U.S. president Chester A. Arthur and New York mayor Franklin Edson, who crossed the bridge and shook hands with Brooklyn mayor Seth Low at the Brooklyn end. Abram Hewitt gave the principal address:
"It is not the work of any one man or of any one
age. It is the result of the study, of the experience,
and of the knowledge of many men in many ages.
It is not merely a creation; it is a growth. It stands
before us today as the sum and epitome of human
knowledge; as the very heir of the ages; as the
latest glory of centuries of patient observation,
profound study and accumulated skill, gained,
step by step, in the never-ending struggle of man
to subdue the forces of nature to his control and use."
Although Washington Roebling was unable to attend the ceremony (and rarely visited the site again), he held a celebratory banquet at his house on the day of the bridge opening.
Further festivity included a performance by a band, gunfire from ships, and a fireworks display. On that first day, a total of 1,800 vehicles and 150,300 people crossed the span.
Less than a week after the Brooklyn Bridge opened, ferry crews reported a sharp drop in patronage, while the bridge's toll operators were processing over a hundred people a minute. However, cross-river ferries continued to operate until 1942.
The bridge had cost US$15.5 million in 1883 dollars (about US$436,232,000 in 2021) to build, of which Brooklyn paid two-thirds. The bonds to fund the construction were not paid off until 1956.
An estimated 27 men died during the bridge's construction. Until the construction of the nearby Williamsburg Bridge in 1903, the Brooklyn Bridge was the longest suspension bridge in the world, 20% longer than any built previously.
At the time of opening, the Brooklyn Bridge was not complete; the proposed public transit across the bridge was still being tested, while the Brooklyn approach was being completed.
On the 30th. May 1883, six days after the opening, a woman falling down a stairway at the Brooklyn approach caused a stampede which resulted in at least twelve people being crushed and killed.
In subsequent lawsuits, the Brooklyn Bridge Company was acquitted of negligence. However, the company did install emergency phone boxes and additional railings, and the trustees approved a fireproofing plan for the bridge.
Public transit service began with the opening of the New York and Brooklyn Bridge Railway, a cable car service, on the 25th. September 1883.
On the 17th. May 1884, one of P. T. Barnum's most famous attractions, Jumbo the elephant, led a parade of 21 elephants over the Brooklyn Bridge. This helped to lessen doubts about the bridge's stability while also promoting Barnum's circus.
Brooklyn Bridge in the Late 19th. & Early 20th. Centuries
Movement across the Brooklyn Bridge increased in the years after it opened; a million people paid to cross in the first six months. The bridge carried 8.5 million people in 1884, its first full year of operation; this number doubled to 17 million in 1885, and again to 34 million in 1889.
Many of these people were cable car passengers. Additionally, about 4.5 million pedestrians a year were crossing the bridge for free by 1892.
The first proposal to make changes to the bridge was sent in only two and a half years after it opened; Linda Gilbert suggested glass steam-powered elevators and an observatory be added to the bridge and a fee charged for use, which would in part fund the bridge's upkeep and in part fund her prison reform charity.
This proposal was considered, but not acted upon. Numerous other proposals were made during the first fifty years of the bridge's life.
Trolley tracks were added in the center lanes of both roadways in 1898, allowing trolleys to use the bridge as well.
Concerns about the Brooklyn Bridge's safety were raised during the turn of the century. In 1898, traffic backups due to a dead horse caused one of the truss cords to buckle.
There were more significant worries after twelve suspender cables snapped in 1901, although a thorough investigation found no other defects.
After the 1901 incident, five inspectors were hired to examine the bridge each day, a service that cost $250,000 a year.
The Brooklyn Rapid Transit Company, which operated routes across the Brooklyn Bridge, issued a notice in 1905 saying that the bridge had reached its transit capacity.
Although a second deck for the Brooklyn Bridge was proposed, it was thought to be infeasible because doing so would overload the bridge's structural capacity.
Though tolls had been instituted for carriages and cable-car customers since the bridge's opening, pedestrians were spared from the tolls originally. However, by the first decade of the 20th. century, pedestrians were also paying tolls.
However tolls on all four bridges across the East River - the Brooklyn Bridge, as well as the Manhattan, Williamsburg, and Queensboro bridges to the north - were abolished in July 1911 as part of a populist policy initiative headed by New York City mayor William Jay Gaynor.
Ostensibly in an attempt to reduce traffic on nearby city streets, Grover Whalen, the commissioner of Plant and Structures, banned motor vehicles from the Brooklyn Bridge in 1922. The real reason for the ban was an incident the same year where two cables slipped due to high traffic loads.
Both Whalen and Roebling called for the renovation of the Brooklyn Bridge and the construction of a parallel bridge, although the parallel bridge was never built.
Brooklyn Bridge in Mid- to late 20th. Century
Upgrades to the Bridge
The first major upgrade to the Brooklyn Bridge commenced in 1948, when a contract for redesigning the roadways was awarded to David B. Steinman. The renovation was expected to double the capacity of the bridge's roadways to nearly 6,000 cars per hour, at a projected cost of $7 million.
The renovation included the demolition of both the elevated and the trolley tracks on the roadways and the widening of each roadway from two to three lanes, as well as the construction of a new steel-and-concrete floor.
In addition, new ramps were added to Adams Street, Cadman Plaza, and the Brooklyn Queens Expressway (BQE) on the Brooklyn side, and to Park Row on the Manhattan side. The trolley tracks closed in March 1950 to allow for the widening work to occur.
During the construction project, one roadway at a time was closed, allowing reduced traffic flows to cross the bridge in one direction only. The widened south roadway was completed in May 1951, followed by the north roadway in October 1953. In addition, defensive barriers were added to the bridge as a safeguard against sabotage.
The restoration was finished in May 1954 with the completion of the reconstructed elevated promenade.
While the rebuilding of the span was ongoing, a fallout shelter was constructed beneath the Manhattan approach in anticipation of the Cold War. The abandoned space in one of the masonry arches was stocked with emergency survival supplies for a potential nuclear attack by the Soviet Union; these supplies were still in place half a century later.
A repainting of the bridge was announced in advance of its 90th. anniversary.
Deterioration and Late-20th. Century Repair
The Brooklyn Bridge gradually deteriorated due to age and neglect. While it had 200 full-time dedicated maintenance workers before World War II, that number had dropped to five by the late 20th. century, and the city as a whole only had 160 bridge maintenance workers.
In 1974, heavy vehicles such as vans and buses were banned from the bridge to prevent further erosion of the concrete roadway. A report in The New York Times four years later noted that the cables were visibly fraying, and that the pedestrian promenade had holes in it.
The city began planning to replace all the Brooklyn Bridge's cables at a cost of $115 million, as part of a larger project to renovate all four toll-free East River spans.
By 1980, the Brooklyn Bridge was in such dire condition that it faced imminent closure. In some places, half of the strands in the cables were broken.
In June 1981, two of the diagonal stay cables snapped, seriously injuring a pedestrian who later died. Subsequently, the anchorages were found to have developed rust, and an emergency cable repair was necessitated less than a month later after another cable developed slack.
Following the incident, the city accelerated the timetable of its proposed cable replacement, and it commenced a $153 million rehabilitation of the Brooklyn Bridge in advance of the 100th anniversary.
As part of the project, the bridge's original suspender cables installed by J. Lloyd Haigh were replaced by Bethlehem Steel in 1986, marking the cables' first replacement since construction. In a smaller project, the bridge was floodlit at night, starting in 1982 to highlight its architectural features.
Additional problems persisted, and in 1993, high levels of lead were discovered near the bridge's towers. Further emergency repairs were undertaken in mid-1999 after small concrete shards began falling from the bridge into the East River. The concrete deck had been installed during the 1950's renovations, and had a lifespan of about 60 years.
Brooklyn Bridge in the 21st. Century
The Park Row exit from the bridge's westbound lanes was closed as a safety measure after the September 11, 2001, attacks on the nearby World Trade Center. That section of Park Row was closed since it ran right underneath 1 Police Plaza, the headquarters of the New York City Police Department.
In early 2003, to save money on electricity, the bridge's "necklace lights" were turned off at night. They were turned back on later that year after several private entities made donations to fund the lights.
After the 2007 collapse of the I-35W bridge in Minneapolis, public attention focused on the condition of bridges across the U.S. The New York Times reported that the Brooklyn Bridge approach ramps had received a "poor" rating during an inspection in 2007.
However, a NYCDOT spokesman said that the poor rating did not indicate a dangerous state but rather implied it required renovation. In 2010, the NYCDOT began renovating the approaches and deck, as well as repainting the suspension span.
Work included widening two approach ramps from one to two lanes by re-striping a new prefabricated ramp; seismic retrofitting; replacement of rusted railings and safety barriers; and road deck resurfacing. The work necessitated detours for four years.
At the time, the project was scheduled to be completed in 2014, but completion was later delayed to 2015, then again to 2017. The project's cost also increased from $508 million in 2010 to $811 million in 2016.
In August 2016, after the renovation had been completed, the NYCDOT announced that it would conduct a seven-month, $370,000 study to verify if the bridge could support a heavier upper deck that consisted of an expanded bicycle and pedestrian path.
As of 2016, about 10,000 pedestrians and 3,500 cyclists used the pathway on an average weekday. Work on the pedestrian entrance on the Brooklyn side was underway by 2017.
The NYCDOT also indicated in 2016 that it planned to reinforce the Brooklyn Bridge's foundations to prevent it from sinking, as well as repair the masonry arches on the approach ramps, which had been damaged by Hurricane Sandy in 2012.
In July 2018, the New York City Landmarks Preservation Commission approved a further renovation of the Brooklyn Bridge's suspension towers and approach ramps. That December, the federal government gave the city $25 million in funding, which would contribute to a $337 million rehabilitation of the bridge approaches and the suspension towers. Work started in late 2019 and was scheduled to be completed in 2023.
Usage of the Brooklyn Bridge
Horse-drawn carriages have been allowed to use the Brooklyn Bridge's roadways since its opening. Originally, each of the two roadways carried two lanes of a different direction of traffic. The lanes were relatively narrow at only 8 feet (2.4 m) wide. In 1922, motor vehicles were banned from the bridge, while horse-drawn carriages were restricted from the Manhattan Bridge. Thereafter, the only vehicles allowed on the Brooklyn Bridge were horse-drawn.
By 1950, the main roadway carried six lanes of automobile traffic, three in each direction. It was then reduced to five lanes with the addition of a two-way bike lane on the Manhattan-bound side in 2021.
Because of the roadway's height (11 ft (3.4 m)) and weight (6,000 lb (2,700 kg)) restrictions, commercial vehicles and buses are prohibited from using the Brooklyn Bridge.
The weight restrictions prohibit heavy passenger vehicles such as pickup trucks and SUVs from using the bridge, though this is not often enforced in practice.
Formerly, rail traffic operated on the Brooklyn Bridge as well. Cable cars and elevated railroads used the bridge until 1944, while trolleys ran until 1950.
A cable car service began operating on the 25th. September 1883; it ran on the inner lanes of the bridge, between terminals at the Manhattan and Brooklyn ends.
Since Washington Roebling believed that steam locomotives would put excessive loads upon the structure of the Brooklyn Bridge, the cable car line was designed as a steam/cable-hauled hybrid.
They were powered from a generating station under the Brooklyn approach. The cable cars could not only regulate their speed on the 3.75% upward and downward approaches, but also maintain a constant interval between each other. There were 24 cable cars in total.
Initially, the service ran with single-car trains, but patronage soon grew so much that by October 1883, two-car trains were in use. The line carried three million people in the first six months, nine million in 1884, and nearly 20 million in 1885.
Patronage continued to increase, and in 1888, the tracks were lengthened and even more cars were constructed to allow for four-car cable car trains. Electric wires for the trolleys were added by 1895, allowing for the potential future decommissioning of the steam/cable system.
The terminals were rebuilt once more in July 1895, and, following the implementation of new electric cars in late 1896, the steam engines were dismantled and sold.
The Brooklyn Bridge Walkway
The Brooklyn Bridge has an elevated promenade open to pedestrians in the center of the bridge, located 18 feet (5.5 m) above the automobile lanes.
The path is generally 10 to 17 feet (3.0 to 5.2 m) wide, though this is constrained by obstacles such as protruding cables, benches, and stairways, which create "pinch points" at certain locations. The path narrows to 10 feet (3.0 m) at the locations where the main cables descend to the level of the promenade.
Further exacerbating the situation, these "pinch points" are some of the most popular places to take pictures. As a result, in 2016, the NYCDOT announced that it planned to double the promenade's width.
On the 14th. September 2021, the DOT closed off the inner-most car lane on the Manhattan-bound side with protective barriers and fencing to create a new bike path. Cyclists are now prohibited from the upper pedestrian lane.
Emergency Use of Brooklyn Bridge
While the bridge has always permitted the passage of pedestrians, the promenade facilitates movement when other means of crossing the East River have become unavailable.
During transit strikes by the Transport Workers Union in 1980 and 2005, people commuting to work used the bridge; they were joined by Mayors Ed Koch and Michael Bloomberg, who crossed as a gesture to the affected public.
Pedestrians also walked across the bridge as an alternative to suspended subway services following the 1965, 1977, and 2003 blackouts, and after the September 11 attacks on the World Trade Center.
During the 2003 blackouts, many crossing the bridge reported a swaying motion. The higher-than-usual pedestrian load caused this swaying, which was amplified by the tendency of pedestrians to synchronize their footfalls with a sway.
Several engineers expressed concern about how this would affect the bridge, although others noted that the bridge did withstand the event and that the redundancies in its design - the inclusion of the three support systems (suspension system, diagonal stay system, and stiffening truss) - make it probably the best secured bridge against such movements going out of control.
In designing the bridge, John Roebling had stated that the bridge would sag but not fall, even if one of these structural systems were to fail altogether.
Stunts Associated With Brooklyn Bridge
There have been several notable jumpers from the Brooklyn Bridge:
-- The first person was Robert Emmet Odlum, brother of women's rights activist Charlotte Odlum Smith, on the 19th. May 1885. He struck the water at an angle, and died shortly afterwards from internal injuries.
-- Steve Brodie supposedly dropped from underneath the bridge in July 1886 and was briefly arrested for it, although there is some doubt about whether he actually jumped.
-- Larry Donovan made a slightly higher jump from the railing a month afterward.
Other notable events have taken place on or near the bridge:
-- In 1919, Giorgio Pessi piloted what was then one of the world's largest airplanes, the Caproni Ca.5, under the bridge.
-- At 9:00 a.m. on the 19th. May 1977, artist Jack Bashkow climbed one of the towers for 'Bridging', which was termed a "media sculpture" by the performance group Art Corporation of America Inc.
Seven artists climbed the largest bridges connected to Manhattan in order to:
"Replace violence and fear
in mass media for one day".
When each of the artists had reached the tops of the bridges, they ignited bright-yellow flares at the same moment, resulting in rush hour traffic disruption, media attention, and the arrest of the climbers, though the charges were later dropped.
Called "The first social-sculpture to use mass-media as art” by conceptual artist Joseph Beuys, the event was on the cover of the New York Post, it received international attention, and received ABC Eyewitness News' 1977 Best News of the Year award.
John Halpern documented the incident in the film 'Bridging' (1977)
-- Halpern attempted another "Bridging" "social sculpture" in 1979, when he planted a radio receiver, gunpowder and fireworks in a bucket atop one of the Brooklyn Bridge towers.
The piece was later discovered by police, leading to his arrest for possessing a bomb.
-- In 1993, bridge jumper Thierry Devaux illegally performed eight acrobatic bungee jumps above the East River close to the Brooklyn tower.
-- On the 1st. October 2011, more than 700 protesters with the Occupy Wall Street movement were arrested while attempting to march across the bridge on the roadway.
Protesters disputed the police account of the event, and claimed that the arrests were the result of being trapped on the bridge by the NYPD. The majority of the arrests were subsequently dismissed.
-- On the 22nd. July 2014, the two American flags on the flagpoles atop each tower were found to have been replaced by bleached-white American flags.
Initially, cannabis activism was suspected as a motive, but on the 12th. August 2014, two Berlin artists claimed responsibility for hoisting the two white flags, having switched the original flags with their replicas.
The artists said that the flags were meant to celebrate the beauty of public space and the anniversary of the death of German-born John Roebling, and they denied that it was an anti-American statement.
Brooklyn Bridge as a Suicide Spot
The first person to jump from the bridge with the intention of suicide was Francis McCarey in 1892.
A lesser-known early jumper was James Duffy of County Cavan, Ireland, who on the 15th. April 1895 asked several men to watch him jump from the bridge. Duffy jumped and was not seen again.
Additionally, the cartoonist Otto Eppers jumped and survived in 1910, and was then tried and acquitted for attempted suicide.
The Brooklyn Bridge has since developed a reputation as a suicide bridge due to the number of jumpers who do so intending to kill themselves, though exact statistics are difficult to find.
Crimes and Terrorism Associated With Brooklyn Bridge
-- In 1979, police disarmed a stick of dynamite placed under the Brooklyn approach, and an artist in Manhattan was later arrested for the act.
-- On the 1st. March 1994, Lebanese-born Rashid Baz opened fire on a van carrying members of the Chabad-Lubavitch Orthodox Jewish Movement, striking 16-year-old student Ari Halberstam and three others traveling on the bridge.
Halberstam died five days later from his wounds, and Baz was later convicted of murder. He was apparently acting out of revenge for the Hebron massacre of Palestinian Muslims a few days prior to the incident.
After initially classifying the killing as one committed out of road rage, the Justice Department reclassified the case in 2000 as a terrorist attack.
The entrance ramp to the bridge on the Manhattan side was subsequently dedicated as the Ari Halberstam Memorial Ramp.
-- In 2003, truck driver Lyman Faris was sentenced to 20 years in prison for providing material support to Al-Qaeda, after an earlier plot to destroy the bridge by cutting through its support wires with blowtorches was thwarted.
Brooklyn Bridge Anniversary Celebrations
-- The 50th.-anniversary celebrations on the 24th. May 1933 included a ceremony featuring an airplane show, ships, and fireworks, as well as a banquet.
-- During the centennial celebrations on the 24th. May 1983, President Ronald Reagan led a cavalcade of cars across the bridge.
A flotilla of ships visited the harbor, officials held parades, and Grucci Fireworks held a fireworks display that evening.
For the centennial, the Brooklyn Museum exhibited a selection of the original drawings made for the bridge.
Culture
The Brooklyn Bridge has had an impact on idiomatic American English. For example, references to "Selling the Brooklyn Bridge" abound in American culture, sometimes as examples of rural gullibility, but more often in connection with an idea that strains credulity.
George C. Parker and William McCloundy were two early 20th.-century con men who may have perpetrated this scam successfully on unwitting tourists, although the author of 'The Brooklyn Bridge: A Cultural History' wrote:
"No evidence exists that the bridge
has ever been sold to a 'gullible
outlander'".
However, anyone taken in by fraudsters is hardly likely to publicize the fact.
A popular tradition on Brooklyn Bridge is for couples to inscribe a date and their initials onto a padlock, attach it to the bridge, and throw the key into the water as a sign of their love.
The practice of attaching 'love locks' to the bridge is officially illegal in New York City, and in theory the NYPD can give violators a $100 fine.
NYCDOT workers periodically remove the love locks from the bridge at a cost of $100,000 per year.
Brooklyn Bridge in the Media
The bridge is often featured in wide shots of the New York City skyline in television and film, and has been depicted in numerous works of art.
Fictional works have used the Brooklyn Bridge as a setting; for instance, the dedication of a portion of the bridge, and the bridge itself, were key components in the 2001 film Kate & Leopold.
Furthermore, the Brooklyn Bridge has also served as an icon of America, with mentions in numerous songs, books, and poems.
Among the most notable of these works is that of American Modernist poet Hart Crane, who used the Brooklyn Bridge as a central metaphor and organizing structure for his second book of poetry, 'The Bridge' (1930).
The Brooklyn Bridge has also been lauded for its architecture. One of the first positive reviews was "The Bridge as a Monument", a Harper's Weekly piece written by architecture critic Montgomery Schuyler and published a week after the bridge's opening.
In the piece, Schuyler wrote:
"It so happens that the work which is likely to be
our most durable monument, and to convey some
knowledge of us to the most remote posterity, is a
work of bare utility; not a shrine, not a fortress, not
a palace, but a bridge."
Architecture critic Lewis Mumford cited the piece as the impetus for serious architectural criticism in the U.S. He wrote that in the 1920's the bridge was a source of joy and inspiration in his childhood, and that it was a profound influence in his adolescence.
Later critics regarded the Brooklyn Bridge as a work of art, as opposed to an engineering feat or a means of transport.
Not all critics appreciated the bridge, however. Henry James, writing in the early 20th. century, cited the bridge as an ominous symbol of the city's transformation into a "steel-souled machine room".
The construction of the Brooklyn Bridge is detailed in numerous media sources, including David McCullough's 1972 book 'The Great Bridge', and Ken Burns's 1981 documentary 'Brooklyn Bridge'.
It is also described in 'Seven Wonders of the Industrial World', a BBC docudrama series with an accompanying book, as well as in 'Chief Engineer: Washington Roebling, The Man Who Built the Brooklyn Bridge', a biography published in 2017.
3 Aggregate carriers belonging to J J Prior who had operated on the Thames since 1870.
Foremost is Colin P , noted in 2005 minus engine.
Between Colin P and the wharf is Brenda Prior, laid up in 2014.
Behind them is Sidney P ,sold to the Gambia later in 1987.
Bow creek
London
22 January 1987
Swan Hill.
It has been estimated that the largest group of Aborigines (about 600) in what was to become Victoria lived in the Swan Hill district prior to white settlement. The first white men to see this area were the crew of Captain Charles Sturt’s exploration of the Murray River system in 1830. Sturt’s published report in 1832 excited others to see this district. The next to do so was Major Thomas Mitchell on his 1836 Australia Felix explorations of the Murray and the Western Districts of Victoria. In fact it was Mitchell who named the location Swan Hill. Three years later in 1839 illegal squatters moved into the Swan Hill area. They had been encouraged by the success of Joseph Hawdon and Charles Bonney (January-April 1838) and Edward John Eyre (October-November 1838) who had all overlanded the first cattle and sheep from the Albury district of NSW along the River Murray into South Australia and down to the sale yards of Adelaide. One of the first official leaseholds was granted in 1847 for the Murray Downs property across the river from Swan Hill. NSW was reluctant to allow squatters along the River Murray but they could not resist once illegal squatters moved along the Murray. Murray Downs and its grand homestead (built in 1870) still stand and the property had a major influence on the later development of the town of Swan Hill. It covered 150,000 acres and most development occurred under the ownership of Suetonius and Charles Officer from the 1862 to 1883 and then Charles Campbell from 1884. The other early property near Swan Hill was Tyntyndyer station of about 30,000 acres. It was occupied from 1846 with a formal leasehold later in 1848. The Beveridge brothers especially Black Beveridge ran the property. Black Beveridge was known for his good relations with the local Aboriginal people when others did not have a good relationship. Despite this Aboriginal and white deaths still occurred on Tyntyndyer station in the early years. The early timber homestead is now heritage listed. Tyntyndyer station ran up to Piangil and inland. It was owned by the Beveridge brothers until 1876. It is now owned by the local Aboriginal community and sometimes opened as a museum of Aboriginal experience on a white pastoral estate. Another important property was the Swan Hill run itself taken out by Curlewis and Campbell in 1848. Their leasehold covered 60,000 acres in the Swan Hill district.
Swan Hill was a town that emerged rather than a town that was surveyed and created. The crossing of the River Murray at Swan Hill was the best and easier for a 100 mile stretch of the river so naturally travellers and stockmen gravitated to that spot. A kind of ferry/punt service began at the spot in 1847 and around the same time Gideon Rutherford and John McCrae opened the Lower Murray Inn. They were still the licensees in 1853. Others settled near the river crossing and the hotel. The punt service was taken over by John Gray in 1860 and he and his family operated it for 30 years until the first pontoon bridge was built across the River Murray in 1891. Back in 1849 the NSW government began a mail service to Swan Hill from Mount Macedon and opened the first Swan Hill Post Office with John McCrae of the Lower Murray Inn (then the Swan Hill Inn) as the first Post Master. There were settlers in the district but no town as such existed at that time. The NSW government also employed Native Troopers at Swan Hill from 1850 to quell any violence. In 1851 the Swan Hill district became part of the new colony of Victoria and the first elections were held and a Police Constable was stationed there from 1851 and court sessions were held there from 1852. Then the discovery of gold late in 1851 at Bendigo was to transform the district as failed gold diggers moved north to the River Murray to start a new life. This was followed by the arrival and the first two River Murray steamers from South Australia in 1853 – The Lady Augusta captained by Cadell of Goolwa and the Mary Ann captained by Randell of Mannum. From 1853 onwards Swan Hill was a different place with goods coming and going to South Australia and up the Darling River on the paddle steamers and overland traffic of goods to and from the major centre of gold mining at Bendigo and Mt Alexander. To commemorate the importance of the river trade both Captains Cadell and Randell are listed as men of influence in the town on the Explorers Obelisk in McCallum Street. Before the railway reached Swan Hill in 1890 there were 222 registered paddle steamers on the River Murray in Victoria.
The first survey of Swan Hill was undertaken in 1851 by Surveyor Pritchard and the streets were marked out. But the town was tiny and had few stone or brick buildings before 1858. The government appointed a doctor for Swan Hill in 1857. The first brick general store was built in 1858. The first butcher shop opened in 1858. There were few buildings in the early town except for two hotels, the general store, the pine log courthouse and a few houses. In 1860 the population of Swan Hill was 142. The first bakery opened in 1860. The first church was a weatherboard Anglican erected in 1865. As late as 1876 Swan Hill only less than 200 residents. Burke and Wills on their famous and ill-fated expedition to the Gulf of Carpentaria camped on the river banks at Swan Hill for several weeks. It was not great town at that time. The first school in Swan Hill opened in 1862 with 21 students but closed for lack of funds several months later. A small private school opened and the state school did not reopen until 1871! The government did not erect a weatherboard school until 1874 and the first brick building was built in 1876. The first Methodist church services were held in Swan Hill in 1881 and the first weatherboard church was erected in 1886. A new brick Methodist church was built in 1918. Presbyterian Church services began in Swan Hill in 1871 at Murray Downs homestead. Mrs Suetonius Officer laid the foundation stone of the Presbyterian Church in 1872 with it opening in in that same year. This church was moved to a new site in 1910 and some materials were used in building a new church which opened in 1913. This Presbyterian Church was again moved and rebuilt in 1944 in Curlewis Street.
The 1880s saw great growth and change in Swan Hill. The population jumped from 250 people in 1880 to 820 people by 1887. Two new banks opened in this period, with the National Bank opening in 1888. The first brick water tower was erected in 1885 to provide reticulated town water. At the end of the decade the railway reached Swan Hill and the railway station was built followed by many residences in the 1890s. The flour mill was built in this decade too and the first steel bridge across the Murray opened in 1896. The 1890s was also the decade in which irrigation pumps were installed along the River Murray for irrigated crops and land use. This increased the rural population surrounding the town and then after World War One soldier settler blocks were established near Swan Hill at Woorinen with vines and fruit trees and dairying near Tyntyndyer became major rural industries. So in many respects Swan Hill is a 20th century town. A second water tower, the butter factory and many other industrial structures all were built in the 20th century. Today Swan Hill has around 10,000 residents and it is known for the Swan Hill Pioneer Settlement which is a recreation of the town and district in the 19th and early 20th century. In the evening the hold a spectacular Heartbeat of the Murray Laser Show.
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© All rights reserved 2016
Mississauga, Ontario, Canada
Toronto Pearson International Airport CYYZ
Italian Air Force KC-767A 62226
Twitter: @TomPodolec
This is Mills Lake in Rocky Mountain National Park. This is one of my favorite spots in the park. I had such a great day prior to taking this photo.
I had started off by hiking to Dream Lake for sunrise. There were a bunch of people there for the sunrise, and a couple of them I recognized from the morning before. I chatted up with one fellow named Josh who was on a two-week photo trek like me. He was making his way out west and inquired about Aspen/ Maroon Bells which I had been to the week prior. He made his way out there after RMNP and got some great shots from there. You can check out his great work here: www.facebook.com/joshmeierphotography?fref=pb&hc_loca...
After the sunrise at Dream, I made my way down and took some photos at Bear Lake which is at the trail head. I then swapped some gear in my car and decided to hike up to Sky Pond, which is about a nine-mile round trip. As I headed onto the trail, I passed a guy who was heading in my direction. I asked him where he was heading to and he said he was thinking of going to sky pond but was also debating whether to go to Andrew’s Glacier which branches off half-way to Sky Pond. He decided on going to Sky Pond, and we ended up sticking together for the hike up, which I think really helped me out. I had decided to pack a telephoto lens in my gear which really weighed my pack down (and turned out to be pointless as I never came across any wildlife on the trail). Having company on the trail took my mind off the weight I was lugging around and pushed me further on.
The hike up was amazingly beautiful. It started off by passing Alberta Falls, and then made its climb up to the Loch, another beautiful lake in Glacier Gorge (the gorge the hike runs through). After taking a break at the Loch, we continued our way around the lake, and eventually up to Timberline Falls- a 30 foot waterfall. To continue on the hike, you need to climb up alongside the falls which I had been worrying about because I don’t like heights that much. Climbing up turned out not to be as bad as I imagined since I didn’t look down. At the top of the falls, we took another break where we ran into an older gent who was also making his way to Sky Pond. We chatted for a bit and then the three of us decided to continue on to Sky Pond. The trail threw us off for a bit, as someone made cairns (piles of rocks used as trail markers when there aren’t any trees) going upward. We began to climb up and lost track of the cairns. After trying to figure out where to go, we saw the trail further down below and realized we shouldn’t have made our way upward when we saw the cairns but should have stayed more level where we turned off. We were able to make our way down without having to backtrack and soon arrived at the Lake of Glass. Continuing from here, we continued a short while to Sky Pond. Although the lake itself was not that impressive, the mountains and peaks surrounding it were pretty amazing. We even saw some rock climbers way up high on the sheer rock walls (my telephoto lens became useful at this point).
After having lunch, we made our way back down the mountain. Going down Timberline was less enjoyable this time around. At one point I had a hard time getting down a six foot drop, but once I realized I should try lowering my back down first, I had a much easier time. When we reached the Loch, the older gent decided to hang around there for a bit, and Gus (the fellow started the hike with) and I continued down. We decided to make a detour and head up toward Mills Lake. I wanted to photograph Mills Lake with late day light, as morning light is at the wrong angle and too harsh. It was a half mile further up, just below the Loch, but at this point it felt like two miles. We finally made it there and what an impressive view. The light was still high, so I wanted to wait for the sun to go lower, and also for the breeze to hopefully calm down so I would be able to capture the reflection. Gus and I chatted for awhile and rested our legs. During that time, someone came further down the trail (which leads to Black Lake) and asked if we had a cell phone which had a signal. Neither of us did. A seventy something year old woman, two miles further up trail had cut her leg real bad on a rock, and needed medical attention. The person explained that someone had already started there way down to get help. I had considered going up to offer help, but I knew I didn’t have the energy for two miles up mountain, and also, there really was nothing I could do to help. There were other family members with her until helped arrived.
Shortly after, Gus decided to head back down the mountain as he had to get to his campsite. I decided to hang back longer as I still wanted the light to be a bit lower for the photo. I made my way over to Jewel Lake which is just behind Mills Lake, a pretty lake but nowhere near as impressive as Mills. I returned to Mills and the wind had calmed down and I was able to get the photo I wanted. Shortly before, the rescuers had arrived. One stayed back at Mills, as they had cell coverage in this location to communicate with headquarters, while the others went up. Eventually one person came back down, and explained the woman was a former ER nurse and was asking for a helicopter to airlift her out. Her wound was not life threatening, and they explained they could bring in a helicopter but she would have to pay for it (I believe the other option was to carry her down). She was insisting on a helicopter but refusing to pay for. The rescue personnel were trying to figure out their other options with central headquarters on how to get the woman down from the mountain. Once I heard she was demanding a helicopter but refusing to pay for it, I lost sympathy for her. I got my shots, packed up my gear, and headed down the mountain after a long and very fulfilling day.
That day’s hike was by far the best hike I ever had. Between the views, the beauty and the company along the way, it was a day I’ll never forget.
Prior to remodelling of the York station track layout to prepare for electrifiction, HST power car no. 43179 propels the final through passenger service via the up main line on 14 May 1988.
It has been said that every generation has changes to adjust to and I don’t believe ours was much different than the changes prior generations coped and adjusted to. World War II children had all that murder and trauma, the children of the depression had the poverty and uncertainties of life, children like my grandfather at the turn of the century witnessed the evolution of things like electricity, the coming of age of gadgets to make life easier in certain ways. This is just the nature of the species to be in a constant change. Perhaps for my life this change was in the types of recreational items we consumed in pursuit of what? Happiness, experience, wisdom, knowledge? Time will let us know the results of this experiment.
This age, the now, is this the computer age, the beginning of the computer age as it seems those machines change, improve, and expand almost daily. There was a need for me to plug in an old computer system, one with Windows 3.1 as the operating system, it was probably ten years old, and it was like driving an old frail car on its last legs. How quickly the new becomes old and discarded. My current computer gurus laugh when I say I am comfortable in Windows 95, the benefits of 98, 2000, and XP being so superior to this old program I write in. When I was recently forced to examine the possibility of purchasing a replacement unit for this sick PC the number of options was incredible. I had to choose between so many computer variables, memory, ram, hard drive, video cards, speakers, size of screen, wide screen or regular and this was just in the low end category of notebooks. Processors were confusing, I had to chose between, Celeron and Pentium and Centrino all of this with the knowledge that what I purchased was going to be somewhat obsolete in a year or so.
Shift back to 1968, the summer of. Hi-jinks continued and one high led to another as young entrepreneurs were everywhere marketing pot and hashish, mescaline, LSD, and MDA, along with speed, heroin, and cocaine. We were still juiceheads having done our time learning this pastime the other items slowly got some of our dollars as we became more knowledgeable of their attributes. There was an acid trip I took early that summer when on getting off I thought I had shrunken to the size of an infant and I tried to get under the bed of the rooming house we called The White House. The guys had never seen this behaviour before, the idea of a “Bad Trip” was something the press always harped on to advance the cops theory that all drugs are bad. We didn’t like cops. That summer a groovy coffee shop opened in the basement of Vic’s’ Meat Pie store that faced onto Weston Rd, Vics was next door to the Black Cat Variety Store named after a brand of cigarettes popular at the time. Vics backroom was a dingy place, poorly lit with several tables set with single candles in coloured dishes giving off a red glow The owner served coffee and cokes and bags of chips. We dropped something, it could have been acid who remembers. Big Vic the owner had a CLOSED sign in his window out front, so we went to the back doors through the laneway that ran behind the shops and found half the kids in the neighborhood down there. Younger kids too, all high on something or the other grooving to some tunes. Two local plainclothes coppers come walking in dressed in ridiculous costumes, a lumberjack shirt for one burly goof named Criscoe and a ball cap and jeans for his side kick Smith, we spotted them right away and razzed them even though we were ripped. It was the original Mutt and Jeff show. We just left and the place emptied everyone had somewhere to go and listen to tunes, and not be disturbed.
We hung out at the Place Pigalle on Avenue Road. After the Place closed we’d go to this spot this guy from the States had opened a funky coffee shop on Dupont St not to far from the bar and we would go there half pissed and sit around listening to his eclectic tunes. This spot we called Rocheyz, but if you were to spell it correctly it would be Roches. The owner was like a Vietnam Vet kind of guy who looked like Ginger Rogers, his red hair tied in a pony tail. He was always talking about shitting in a hole, made a good mockery of consumer life and in his small way turned us on to the coffee shop ideology of former beat types like Ginsberg and Kerouac without actually preaching their names. He served weird stuff like tofu and beet juice tea, the lighting was real dim so you could just hangout forever, we heard somewhere that he was a junkie.
Most of the guys were still in High School at York Memo except for Billy, he worked somewhere maybe for the firebrick company, everything was going to change for everyone, guys were getting serious about chicks, I just wanted to party, Pete was going to St Lawrence College in New York State on a full hockey scholarship, the brothers Frank and Jack were off to Peterborough to study at the newly opened Trent University. Count was top of the class and doing quite well at U of T. I had my own directions to follow.
One day I was servicing the fire equipment at a place called McPhar Geophysics; this was located in Don Mills, a suburb of Toronto with an area that had streets full of small manufacturing plants and warehouses. Don Mills is thought of an upper middle class area of very sharp homes. In the receiving department at McPhar there was a lot of exploration gear, things like, snowshoes, canoes, axes and I guess it was like going on a movie set for me, as my eyes bulged. The closest I’d ever gotten to a pair of snowshoes was by watching the show Eric of the Yukon and His dog King, or something like that. A big swarthy guy with a beard and coveralls ran the shipping department and I wasn’t shy, I asked what this company did as he packaged neat things to be shipped to addresses printed in big lettering on the parcels, exciting names like, Rouyan/Noranda, Quebec, Kirkland Lake, Ontario, Sao Paolo, Brazil. This outfit was the leader in geophysical surveying in Canada, maybe the world as the founder of the company had invented this piece of machinery for use in WW-II to detect submarines underwater or something like that, when things get technical, remember Science class I get edgy. They found a use for the discovery in the mining industry, locating ore bodies.
Here’s how it worked. A typical set up would consist of six people, in the woods in an area, a remote area, near a mine site or a potential mining site. The party operator would put his Receiver on the ground, it was like an electronic sending unit, full of numerous incomprehensible to me buttons, switches, graphs and toggle like switches. This operator we’ll call him John Parker cause that was the guys name I trained with at the first place in Val D’Or Quebec in early January 1969. From Parkers’ receiver a number of wires with crocodile clips, each wire about twelve feet long, were unrolled and hooked up to my piece of machinery, the Transmitter. This little baby was my (the second in commands) equipment. It also had a lot of buttons and switches and a place for Parkers six wires to attach to. Maybe there were three positive and three negative wires. The transmitter was supplied power by a portable generator carried on some bodies back in a rucksack type fashion. In turn the wires were attached to longer wires, some a hundred feet long at six stations, three in front of the set up at certain intervals and three behind the set up at similar intervals. These wires were attached to eight foot steel rods which had been pounded into the ground by staff hired locally using big sledge ended axes. The gas generator was fired up and Parker would play with his buttons and ask me to change the frequency on my piece of equipment, like a parrot I would take his directions, then he would take numbers, called readings and write them into a book. Electric current was sent through the wires into the ground and our machinery somehow measured the results and this would give mining engineers the information they needed as to what direction the mineral they were mining was in or if there were any minerals worth mining for. At night it was our job, Parker and mine to take the days numbers and put them on graph paper, we had to use a slide ruler and this was a little tough for my grade nine math, especially since I’d told the owner/boss Ash Mullan that I had grade twelve which he bought since I showed up for my interview in my nice Invictus Football Team jacket, crew cut and all. I winged the night work for quite some time and thought I had invented a better way of doing the radius work, which we’ll get to in a while. After the mining engineers received these reports which I suppose they paid big money for they, if interested would send in a crew to drill the earth and take out what they call core samples that could be studied to determine the worth of the project.
For some reason this was a big thing, me leaving town to work away. It was like I was going to war which I tried to do twice, once a few years earlier the Canadian Navy turned me down for service after my final interview when they asked me my opinion on the Americans in Vietnam, I said, “they shouldn’t be there,” oops so much for saying the wrong thing about your allies, and that year 68 Bill and I tried to sign up for of all things the United States Marines. One time when we were down in Niagara Falls getting drunk at the Johns Club, a place where you went in and they took your order and like a man you’d say, “I’ll have a tray please,” and a waitress would bring you thirty small glasses of beer, and in less than an hour you were so pissed and you’d go for a leak and come back to your table and Bill had changed his name to something like Steve McQueen and he was actually on a movie shoot in the Falls and just taking a little time off for R&R and the ladies fell for it a few times! The following week after sobering up we headed back to Niagara Falls on a mission. The marines recruiting office was in a warehousey part of town in an old factory or something and they told us to go sign up for our own armed forces. I removed some kind of emblem, like a bomb shelter sign off the building and along with my other collectibles stuck it on a wall in the White House.
So it wasn’t as if this was the first time I tried to leave, it was the first time I actually got to leave. Close to my departing there was a big drunken go away, everyone was there, all the chicks we hung out with, Barb, kind of my date but we never did anything, Debbie , soon to be Jacks wife, Mickey who Pete was spending a lot of time with on the hood of his little mini car, Phyllis this Italian chick who was hounding Frank, Herbie’s girl, beautiful Ruth Hope the ministers daughter, Bill was still stagging it, it was a big thing, a big party. Mom had moved the family up to an apartment on Weston Road near Cadet Cleaners and Sid’s barbershop. Prior to that we had lived at 26 Victoria Blvd forever, the landlord, a Mr.Gowland must have sold the house. Alex was away on some secret mission we don’t really know where, rumour had it he was in the States on a football scholarship, another rumour was he was in Montreal. The younger kids were there, Kevin, Shane, Sue and Barb as well as mom who loved the teenagers coming over. The party got a little loud and out of hand, I recall the yellow cop cars parked on Weston Road, their red flashing roof top lights, then the cops coming in the front door and all of us running out the back door, and through to Buttonwood Avenue or was it Bartonville and then all of us hiding in the hedges at Bala Avenue school. We left the cops with mom who were busy asking her who was still drinking there, we all got away, we were all underage, and that’s just how it was then.
McPhar was a generous company, a few weeks prior to Parker and I leaving for Val D’Or they had me in for an afternoon, had me open up a new bank account where my cheque of $900.00 a month would be deposited, gave a start up expense cheque of $300.00 from which I was to purchase, felt lined snow boots, waterproof pants and a below zero parka. This was way before high tech clothing was available. Down on Yonge Street I found an Army Surplus shop that had neat war stuff and I bought a knee length grey parka, down filled, with a piece of dead fur on the hood. Some of the air force crests and badges were still on the sleeves. For pants I picked a pair of blue nylon jobs that were about half an inch thick with insulation. I should have spent more on boots though as the cheap dark blue zipper up snowmobile feltpaks I purchased were no match for eight hours trekking in snow at times six feet deep. My co-worker, trainer, boss John Parker met me midtown, he had rented a brand new olive coloured Pontiac four door for the drive up to Quebec, we didn’t get to far that first night as a winter storm forced us off the road in Barrie where I had a taste of a company bought motel room and a nice steak dinner, I knew right then I was going to love this gig.
Next day the snow still fell and I drove for a while giving Parker a break, it was rough driving up around Sudbury and when we turned right up towards Kirkland Lake this was the first time I’d truly been north. Prior to that us southern boys would think of Barrie as being north I would quickly discover that the North was a large area comprised of incredible terrain, long views, kind people, and a coldness that was not at all like the cold of Toronto. We made it to Val D’Or Quebec not to far from the Ontario border, perhaps an hour’s drive. Our hotel was an old two storey wood framed structure a few blocks from the centre of town which was about the size of Gravenhurst. The streets were covered in snow like a postcard. For meals there was an arrangement with the hotel to make us breakfast and a packed lunch, we would tell them how many sandwiches of what type, peanut butter(beurre d’arachide) and jam, or sliced ham(jambon), and so on. Dinners we went in to town and had a hot meal, anything within reason, no alcohol, and the company paid for everything.
Walking into town you could better understand the quietness of this village, as some kids skated and played hockey at an outdoor rink with boards, the heat from their breath coming out of their mouths, a pair of incandescent bulbs glared under round aluminum hoods illuminating the ice rink at each end. Nobody was on the streets, thick smoke poured from the chimneys of the tiny homes, some cabin like in size. The smell of burning firewood filled the air with that type of sweetness which a log of apple or some other such wood gives off. In town, I looked inside a few drinking establishments, now and then, had a couple of beers, spotted the older hookers plying their trade at the front of the bars dressed in obvious get ups, black, torn fishnet stockings, rouged cheeks and their breasts busting out from clothing that was meant for younger smaller ladies. In Ontario towns you would not see such flagrant prostitution, Quebec was more lenient, more accepting of mans need for comfort. Being on my best behaviour I mostly observed as I was learning a new trade and I did not want to jeopardize this by acting up.
Our first day in the woods was a Sunday our day off and Parker took me to a field to practice snowshoeing, I caught on immediately after falling a few times. It is quite a neat experience as the body is suspended above the snow which was quite deep, perhaps three or five feet deep. Your feet do sink in a few inches depending on the crustiness of the snow but then they stop and you learn quickly to walk like a penguin, that is with your feet intentionally pointing left and right instead of straight ahead so your snow shoes will not catch each other. To me this was like a new sport. Going up hills was a skill as was descending hills and making turns, after a while it became natural. As the day began the leather harness was easy to use as it was warm and pliable. After a day’s work it could be frozen solid and difficult to manage. Complicating matters was the fact that we wore packs to move our gear through the woods, my transmitter weighed in at ninety pounds so the effort required was high and often this would test the abilities of any man. Whoever led the party through the pre-staked areas of survey would have the added burden of breaking fresh snow so the followers had a bit of an easier walk.
Our gig in Val D’Or was not very lengthy, about three weeks. I was for the most part able to do the work with pleasure and discovered these long days out in the snow, in nature were much to my liking. There was an eerie absence of wildlife for some reason, I guess I expected to see deer and moose and bears around every corner but this was not the case. Nights in the town were so much like a Cornelius Krieghoff painting, snow covered cabins with smoke pouring from the chimneys the joie de vivre of the townsfolk. My limited French vocabulary was a valued asset as I could in short time communicate my needs in very rudimentary terms, ham of course was jambon, beurre d’arachides was peanut butter, what I then had difficulty with as I do today is the rapidity of the conversations, a smile was always available as well as at times a questioning look.
There was a short furlough in Toronto for a week while the next gig was being prepared for, it was to be in Kirkland Lake with a few days here and there in Timmins. These towns were gold mining centres from earlier times. I was flush with cash as there was nowhere to spend money in Val Dor except the occasional biere at one of the many French pubs. My finances had always been precarious. There was the matter of a small loan in the amount of about seven hundred dollars that I owed HFC and I had no intention of ever paying it. Those dupes had loaned me money for Christmas presents one year at their ridiculous rate of twenty percent. Like I was going to buy presents, I drank all the money in about three weeks. A goofy manager at the HFC office in Weston, upstairs from a shop took me in to sign some forms, swear allegiance to pay this debt, he was a Canadian version of Snidely Whiplash, an English born chap who would have been more suited to being a prison guard. Besides this debt I was in the clear and once I left Dyer and Miller and I changed addresses the loan to HFC was not a consideration and I highly recommend every body do this at least once in life, that is get a loan from some rip off organization and stiff them. Get a bogus birth certificate or something, and get a loan.
There were parties of course on my return you would have thought I’d been away for years. The following Sunday I was to make my way to Kirkland Lake Ontario via train. I’d never been on a train ride except for the time we came home from Parry Sound all drunked up on the warm Labatt 50s. At the station Frank came to see me off and at the last minute I said why don’t you come along for the ride as I had a bag of grass to smoke and he had nothing to do. It wasn’t long before we were smoking the joints, I had pre rolled them, there were about thirty, the dope was pretty mild, not like today’s killer weed. We smoked between the trains cars. Back in the coach someone was reading a book called Five Easy Pieces and if you stared long enough you could make the letters interchange sort of a mini hallucination. Six joints later and a couple of sandwiches we were in Kirkland Lake. Getting off the train we noticed the temperature was 35 degrees below zero and this was a big thing for us city boys. Parker, the boss met me at the train, I introduced him to Frank and he hired him on the spot to work on the crew which was to start soon.
Frank was kind of gangly at the time, going through a growth spurt, he was always bent over because he was taller than everyone else, he had a gentle manner and enjoyed the usual stuff, like, beer, tokes and women. I loaned him some money and he bought a suitable work outfit, some clothes as he had nothing but the clothes on his back. I recall he purchased a better pair of felt pack boots than mine, the ones with the leather uppers bonded to heavy rubber bottoms that were more waterproof especially if you put Dubbin on them at night. At the Parklane Hotel we shared a room, we had management give us an extra roll a way bed and the cost was quite minimal, they ran a tab for Frank. Meals were taken in the hotel dining room and lunches were prepared for us. As I recall the room was quite small we literally had to crawl over each other to get to the can.
We had a day off before work started and that first night in downtown Kirkland was like magic. The Beatles new recording Hey Jude was broadcast live around the world and we caught this in an empty shabby store front bar. Outside it was freezing cold but the coldness was different, it was a dry cold, the wind not holding the same sharp bite as a Toronto wind blowing off of Lake Ontario. The women were looking pretty good and I had a new pick up line, “mon petite serpent” at this the ladies would almost instantly run and hide. Doctor Doolittle was playing at the local theatre and one night we went to the show ripped on our mediocre weed, leaving the theatre singing the songs that were sung in the movie.
Work was difficult as it was cold and there was a lot of snow. Town was exciting, our hotel had a Tavern in the basement where a stripper appeared in the evenings. Her name was Patty and we affectionately called her the Portuguese Pig, I don’t know why because we never got any where with her, she had a room in the hotel and we’d always be sneaking peeks at her boobs as she changed before shows. A friend of hers named Candy was around now and then and I thought she was pretty special but again it was like we were all Toronto outcasts and this alone made us buddies. Somewhere down the line Patty the Portuguese Pig knew Bil and she had a crush on him. Nights would find us in the Tavern listening to crappy groups who kept playing a Credence Clearwater Revival song called Proud Mary and the Tom Jones tune, Green Green Grass of Home. Parker was sorry he had hired Frank because we didn’t ever have our minds on the job and we were always hung over. Bill would call regularly he was ready to escape his reality.
One night we borrowed the company car and drove to Rouyn Noranda for beers with these French Hippies, a guy and his chick whom we met the week previous at the Kirkland Winter Carnival. Rouyn was not far maybe fifty miles and while there we smoked some nice hash that they had and Frank was making a move on the chick. We got pretty high and it was time to get back to Kirkland. Frank started to drive while I was napping, we were half way to Montreal when I woke up and noticed a road sign that said Montreal ahead 150 miles, this was before the metric system had been imposed on us. We assessed the situation and turned around we were about three hours from Kirkland Lake We got back just as the sun was coming up. The boss, John Parker never had a clue. Another time we were hung over and it was bloody cold, we didn’t feel like working, I dropped my receiver climbing over a farm fence and called Parker over, he turned the machine on and had to take it to the little airport and ship it out to have it repaired. That was good for a couple of days off. Of course there were times when we had no days off, we would work fourteen days straight if the crew was willing so it all worked out.
A job near Timmins not to far away needed us so we drove over got rooms in some el cheapo hotel where Patty the Portuguese Pig and her friend Candy were working and this was great because the girls had now let us tie their bikini tops on before shows and apply the glue to the pasties and then watch as the girls pushed them on over their luscious nipples, still no touching, just looking. This trip would be my introduction to snowmobiles. At seven in the morning we left the rooms and piled into the company car, the same four door Pontiac, Parker always drove. We drove to a remote area, parked the car then a few men would show up with ski doos and drive us the final half hour into the worksite as we sat on sleds pulled by the ski doos. It was a far cry from the glamour and hot rodding associated with today’s snowmobilers. Our work was done on a frozen lake a new experience for me, there were long views of barren landscapes, tree lined lakes not a bird or animal insight. Timmins had more bars than Kirkland as unlike Kirkland it was still a thriving gold mining community while Kirkland had began to lose its roll as king of the gold mining towns. Sid Bernstein an old Jewish waiter I met later in life at the Seaway Beverly Hills Hotel had been to Kirkland in the 1930s and he talked about the boom days, the Gold Rush Fever.
Work was an endless day of carrying gear over strange moonscape like terrain, areas where no trees existed; as it was snow covered you never got a feel for the land. Parker took care of the night work being a real stickler for accuracy and a dedicated employee, he seemed content to work all day have a meal, go to his room and do the calculations with the slide ruler and chart the results inked on the special roll of graph paper for this purpose. It wasn’t ever necessary for him to socialize, have a beer with the guys, he was work oriented, I’d never met anyone like this before. John Parker came from Saskatchewan, had a degree from DeVry Tech a technical school and when he wasn’t working he had his head in some learning type book, never a novel or something fun. Yet this mismatch of personalities did not deter us from getting the work done, it was hard work, perhaps the hardest I would ever endure and I have to respect that man from Saskatchewan as he never complained always was a good leader. Later on the job I learned that the preferred employee came from a farming background as this type of person was used to long hard days in adverse conditions, and did not suffer the need of rest and relaxation. The job ended and Frank headed back to Toronto with a few dollars in his pocket and this bonding would keep us friends forever.
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Rochester is a town and historic city in the unitary authority of Medway in Kent, England. It is situated at the lowest bridging point of the River Medway about 30 miles (50 km) from London.
Rochester was for many years a favourite of Charles Dickens, who owned nearby Gads Hill Place, Higham,[1] basing many of his novels on the area. The Diocese of Rochester, the second oldest in England, is based at Rochester Cathedral and was responsible for the founding of a school, now The King's School in 604 AD,[2] which is recognised as being the second oldest continuously running school in the world. Rochester Castle, built by Bishop Gundulf of Rochester, has one of the best preserved keepsin either England or France, and during the First Barons' War (1215–1217) in King John's reign, baronial forces captured the castle from Archbishop Stephen Langton and held it against the king, who then besieged it.[3]
Neighbouring Chatham, Gillingham, Strood and a number of outlying villages, together with Rochester, nowadays make up the MedwayUnitary Authority area. It was, until 1998,[4]under the control of Kent County Council and is still part of the ceremonial county of Kent, under the latest Lieutenancies Act.[5]
Toponymy[edit]
The Romano-British name for Rochester was Durobrivae, later Durobrivis c. 730 and Dorobrevis in 844. The two commonly cited origins of this name are that it either came from "stronghold by the bridge(s)",[6] or is the latinisation of the British word Dourbruf meaning "swiftstream".[7]Durobrivis was pronounced 'Robrivis. Bede copied down this name, c. 730, mistaking its meaning as Hrofi's fortified camp (OE Hrofes cæster). From this we get c. 730 Hrofæscæstre, 811 Hrofescester, 1086 Rovescester, 1610 Rochester.[6] The Latinised adjective 'Roffensis' refers to Rochester.[7]
Neolithic remains have been found in the vicinity of Rochester; over time it has been variously occupied by Celts, Romans, Jutes and/or Saxons. During the Celtic period it was one of the two administrative centres of the Cantiaci tribe. During the Roman conquest of Britain a decisive battle was fought at the Medway somewhere near Rochester. The first bridge was subsequently constructed early in the Roman period. During the later Roman period the settlement was walled in stone. King Ethelbert of Kent(560–616) established a legal system which has been preserved in the 12th century Textus Roffensis. In AD 604 the bishopric and cathedral were founded. During this period, from the recall of the legions until the Norman conquest, Rochester was sacked at least twice and besieged on another occasion.
The medieval period saw the building of the current cathedral (1080–1130, 1227 and 1343), the building of two castles and the establishment of a significant town. Rochester Castle saw action in the sieges of 1215 and 1264. Its basic street plan was set out, constrained by the river, Watling Street, Rochester Priory and the castle.
Rochester has produced two martyrs: St John Fisher, executed by Henry VIII for refusing to sanction the divorce of Catherine of Aragon; and Bishop Nicholas Ridley, executed by Queen Mary for being an English Reformation protestant.
The city was raided by the Dutch as part of the Second Anglo-Dutch War. The Dutch, commanded by Admiral de Ruijter, broke through the chain at Upnor[8] and sailed to Rochester Bridge capturing part of the English fleet and burning it.[9]
The ancient City of Rochester merged with the Borough of Chatham and part of the Strood Rural District in 1974 to form the Borough of Medway. It was later renamed Rochester-upon-Medway, and its City status transferred to the entire borough. In 1998 another merger with the rest of the Medway Towns created the Medway Unitary Authority. The outgoing council neglected to appoint ceremonial "Charter Trustees" to continue to represent the historic Rochester area, causing Rochester to lose its City status – an error not even noticed by council officers for four years, until 2002.[10][11]
Military History
Rochester has for centuries been of great strategic importance through its position near the confluence of the Thames and the Medway. Rochester Castle was built to guard the river crossing, and the Royal Dockyard's establishment at Chatham witnessed the beginning of the Royal Navy's long period of supremacy. The town, as part of Medway, is surrounded by two circles of fortresses; the inner line built during the Napoleonic warsconsists of Fort Clarence, Fort Pitt, Fort Amherst and Fort Gillingham. The outer line of Palmerston Forts was built during the 1860s in light of the report by the Royal Commission on the Defence of the United Kingdomand consists of Fort Borstal, Fort Bridgewood, Fort Luton, and the Twydall Redoubts, with two additional forts on islands in the Medway, namely Fort Hoo and Fort Darnet.
During the First World War the Short Brothers' aircraft manufacturing company developed the first plane to launch a torpedo, the Short Admiralty Type 184, at its seaplane factory on the River Medway not far from Rochester Castle. In the intervening period between the 20th century World Wars the company established a world-wide reputation as a constructor of flying boats with aircraft such as the Singapore, Empire 'C'-Class and Sunderland. During the Second World War, Shorts also designed and manufactured the first four-engined bomber, the Stirling.
The UK's decline in naval power and shipbuilding competitiveness led to the government decommissioning the RN Shipyard at Chatham in 1984, which led to the subsequent demise of much local maritime industry. Rochester and its neighbouring communities were hit hard by this and have experienced a painful adjustment to a post-industrial economy, with much social deprivation and unemployment resulting. On the closure of Chatham Dockyard the area experienced an unprecedented surge in unemployment to 24%; this had dropped to 2.4% of the local population by 2014.[12]
Former City of Rochester[edit]
Rochester was recognised as a City from 1211 to 1998. The City of Rochester's ancient status was unique, as it had no formal council or Charter Trustees nor a Mayor, instead having the office of Admiral of the River Medway, whose incumbent acted as de facto civic leader.[13] On 1 April 1974, the City Council was abolished under the Local Government Act 1972, and the territory was merged with the District of Medway, Borough of Chatham and most of Strood Rural District to form a new a local government district called the Borough of Medway, within the county of Kent. Medway Borough Council applied to inherit Rochester's city status, but this was refused; instead letters patent were granted constituting the area of the former Rochester local government district to be the City of Rochester, to "perpetuate the ancient name" and to recall "the long history and proud heritage of the said City".[14] The Home Officesaid that the city status may be extended to the entire borough if it had "Rochester" in its name, so in 1979, Medway Borough Council renamed the borough to Borough of Rochester-upon-Medway, and in 1982, Rochester's city status was transferred to the entire borough by letters patent, with the district being called the City of Rochester-upon-Medway.[13]
On 1 April 1998, the existing local government districts of Rochester-upon-Medway and Gillingham were abolished and became the new unitary authority of Medway. The Department of Environment, Transport and the Regions informed the city council that since it was the local government district that officially held City status under the 1982 Letters Patent, the council would need to appoint charter trustees to preserve its city status, but the outgoing Labour-run council decided not to appoint charter trustees, so the city status was lost when Rochester-upon-Medway was abolished as a local government district.[15][16][17] The other local government districts with City status that were abolished around this time, Bath and Hereford, decided to appoint Charter Trustees to maintain the existence of their own cities and the mayoralties. The incoming Medway Council apparently only became aware of this when, in 2002, it was advised that Rochester was not on the Lord Chancellor's Office's list of cities.[18][19]
In 2010, Medway Council started to refer to the "City of Medway" in promotional material, but it was rebuked and instructed not to do so in future by the Advertising Standards Authority.[20]
Governance[edit]
Civic history and traditions[edit]
Rochester and its neighbours, Chatham and Gillingham, form a single large urban area known as the Medway Towns with a population of about 250,000. Since Norman times Rochester had always governed land on the other side of the Medway in Strood, which was known as Strood Intra; before 1835 it was about 100 yards (91 m) wide and stretched to Gun Lane. In the 1835 Municipal Corporations Act the boundaries were extended to include more of Strood and Frindsbury, and part of Chatham known as Chatham Intra. In 1974, Rochester City Council was abolished and superseded by Medway Borough Council, which also included the parishes of Cuxton, Halling and Cliffe, and the Hoo Peninsula. In 1979 the borough became Rochester-upon-Medway. The Admiral of the River Medway was ex-officio Mayor of Rochester and this dignity transferred to the Mayor of Medway when that unitary authority was created, along with the Admiralty Court for the River which constitutes a committee of the Council.[21]
Like many of the mediaeval towns of England, Rochester had civic Freemen whose historic duties and rights were abolished by the Municipal Corporations Act 1835. However, the Guild of Free Fishers and Dredgers continues to the present day and retains rights, duties and responsibilities on the Medway, between Sheerness and Hawkwood Stone.[22] This ancient corporate body convenes at the Admiralty Court whose Jury of Freemen is responsible for the conservancy of the River as enshrined in current legislation. The City Freedom can be obtained by residents after serving a period of "servitude", i.e. apprenticeship (traditionally seven years), before admission as a Freeman. The annual ceremonial Beating of the Boundsby the River Medway takes place after the Admiralty Court, usually on the first Saturday of July.
Rochester first obtained City status in 1211, but this was lost due to an administrative oversight when Rochester was absorbed by the Medway Unitary Authority.[10] Subsequently, the Medway Unitary Authority has applied for City status for Medway as a whole, rather than merely for Rochester. Medway applied unsuccessfully for City status in 2000 and 2002 and again in the Queen's Diamond Jubilee Year of 2012.[23] Any future bid to regain formal City status has been recommended to be made under the aegis of Rochester-upon-Medway.
Ecclesiastical parishes[edit]
There were three medieval parishes: St Nicholas', St Margaret's and St Clement's. St Clement's was in Horsewash Lane until the last vicar died in 1538 when it was joined with St Nicholas' parish; the church last remaining foundations were finally removed when the railway was being constructed in the 1850s. St Nicholas' Church was built in 1421 beside the cathedral to serve as a parish church for the citizens of Rochester. The ancient cathedral included the Benedictine monastic priory of St Andrew with greater status than the local parishes.[24] Rochester's pre-1537 diocese, under the jurisdiction of the Church of Rome, covered a vast area extending into East Anglia and included all of Essex.[25]
As a result of the restructuring of the Church during the Reformation the cathedral was reconsecrated as the Cathedral Church of Christ and the Blessed Virgin Mary without parochial responsibilities, being a diocesan church.[26] In the 19th century the parish of St Peter's was created to serve the burgeoning city with the new church being consecrated in 1859. Following demographic shifts, St Peter's and St Margaret's were recombined as a joint benefice in 1953 with the parish of St Nicholas with St Clement being absorbed in 1971.[27] The combined parish is now the "Parish of St Peter with St Margaret", centred at the new (1973) Parish Centre in The Delce (St Peter's) with St Margaret's remaining as a chapel-of-ease. Old St Peter's was demolished in 1974, while St Nicholas' Church has been converted into the diocesan offices but remains consecrated. Continued expansion south has led to the creation of an additional more recent parish of St Justus (1956) covering The Tideway estate and surrounding area.[28]
A church dedicated to St Mary the Virgin at Eastgate, which was of Anglo-Saxon foundation, is understood to have constituted a parish until the Middle Ages, but few records survive.[29]
Geography
Rochester lies within the area, known to geologists, as the London Basin. The low-lying Hoo peninsula to the north of the town consists of London Clay, and the alluvium brought down by the two rivers—the Thames and the Medway—whose confluence is in this area. The land rises from the river, and being on the dip slope of the North Downs, this consists of chalksurmounted by the Blackheath Beds of sand and gravel.
As a human settlement, Rochester became established as the lowest river crossing of the River Medway, well before the arrival of the Romans.
It is a focal point between two routes, being part of the main route connecting London with the Continent and the north-south routes following the course of the Medway connecting Maidstone and the Weald of Kent with the Thames and the North Sea. The Thames Marshes were an important source of salt. Rochester's roads follow north Kent's valleys and ridges of steep-sided chalk bournes. There are four ways out of town to the south: up Star Hill, via The Delce,[30] along the Maidstone Road or through Borstal. The town is inextricably linked with the neighbouring Medway Towns but separate from Maidstone by a protective ridge known as the Downs, a designated area of Outstanding Natural Beauty.
At its most limited geographical size, Rochester is defined as the market town within the city walls, now associated with the historic medieval city. However, Rochester historically also included the ancient wards of Strood Intra on the river's west bank, and Chatham Intra as well as the three old parishes on the Medway's east bank.
The diocese of Rochester is another geographical entity which can be referred to as Rochester.
Climate[edit]
Rochester has an oceanic climate similar to much of southern England, being accorded Köppen Climate Classification-subtype of "Cfb" (Marine West Coast Climate).[31]
On 10 August 2003, neighbouring Gravesend recorded one of the highest temperatures since meteorogical records began in the United Kingdom, with a reading of 38.1 degrees Celsius (100.6 degrees Fahrenheit),[32]only beaten by Brogdale, near Faversham, 22 miles (35 km) to the ESE.[33] The weather station at Brogdale is run by a volunteer, only reporting its data once a month, whereas Gravesend, which has an official Met Office site at the PLA pilot station,[34] reports data hourly.
Being near the mouth of the Thames Estuary with the North Sea, Rochester is relatively close to continental Europe and enjoys a somewhat less temperate climate than other parts of Kent and most of East Anglia. It is therefore less cloudy, drier and less prone to Atlanticdepressions with their associated wind and rain than western regions of Britain, as well as being hotter in summer and colder in winter. Rochester city centre's micro-climate is more accurately reflected by these officially recorded figures than by readings taken at Rochester Airport.[35]
North and North West Kent continue to record higher temperatures in summer, sometimes being the hottest area of the country, eg. on the warmest day of 2011, when temperatures reached 33.1 degrees.[36]Additionally, it holds at least two records for the year 2010, of 30.9 degrees[37] and 31.7 degrees C.[38] Another record was set during England's Indian summer of 2011 with 29.9 degrees C., the highest temperature ever recorded in the UK for October.
North and North West Kent continue to record higher temperatures in summer, sometimes being the hottest area of the country, eg. on the warmest day of 2011, when temperatures reached 33.1 degrees.[36]Additionally, it holds at least two records for the year 2010, of 30.9 degrees[37] and 31.7 degrees C.[38] Another record was set during England's Indian summer of 2011 with 29.9 degrees C., the highest temperature ever recorded in the UK for October.
Building
Rochester comprises numerous important historic buildings, the most prominent of which are the Guildhall, the Corn Exchange, Restoration House, Eastgate House, as well as Rochester Castle and Rochester Cathedral. Many of the town centre's old buildings date from as early as the 14th century up to the 18th century. The chapel of St Bartholomew's Hospital dates from the ancient priory hospital's foundation in 1078.
Economy
Thomas Aveling started a small business in 1850 producing and repairing agricultural plant equipment. In 1861 this became the firm of Aveling and Porter, which was to become the largest manufacturer of agricultural machinery and steam rollers in the country.[39] Aveling was elected Admiral of the River Medway (i.e. Mayor of Rochester) for 1869-70.
Culture[edit]
Sweeps Festival[edit]
Since 1980 the city has seen the revival of the historic Rochester Jack-in-the-Green May Day dancing chimney sweeps tradition, which had died out in the early 1900s. Though not unique to Rochester (similar sweeps' gatherings were held across southern England, notably in Bristol, Deptford, Whitstable and Hastings), its revival was directly inspired by Dickens' description of the celebration in Sketches by Boz.
The festival has since grown from a small gathering of local Morris dancesides to one of the largest in the world.[40] The festival begins with the "Awakening of Jack-in-the-Green" ceremony,[41] and continues in Rochester High Street over the May Bank Holiday weekend.
There are numerous other festivals in Rochester apart from the Sweeps Festival. The association with Dickens is the theme for Rochester's two Dickens Festivals held annually in June and December.[42] The Medway Fuse Festival[43] usually arranges performances in Rochester and the latest festival to take shape is the Rochester Literature Festival, the brainchild of three local writers.[44]
Library[edit]
A new public library was built alongside the Adult Education Centre, Eastgate. This enabled the registry office to move from Maidstone Road, Chatham into the Corn Exchange on Rochester High Street (where the library was formerly housed). As mentioned in a report presented to Medway Council's Community Services Overview and Scrutiny Committee on 28 March 2006, the new library opened in late summer (2006).[45]
Theatre[edit]
There is a small amateur theatre called Medway Little Theatre on St Margaret's Banks next to Rochester High Street near the railway station.[46] The theatre was formed out of a creative alliance with the Medway Theatre Club, managed by Marion Martin, at St Luke's Methodist Church on City Way, Rochester[47] between 1985 and 1988, since when drama and theatre studies have become well established in Rochester owing to the dedication of the Medway Theatre Club.[48]
Media[edit]
Local newspapers for Rochester include the Medway Messenger, published by the KM Group, and free newspapers such as Medway Extra(KM Group) and Yourmedway (KOS Media).
The local commercial radio station for Rochester is KMFM Medway, owned by the KM Group. Medway is also served by community radio station Radio Sunlight. The area also receives broadcasts from county-wide stations BBC Radio Kent, Heart and Gold, as well as from various Essex and Greater London radio stations.[49]
Sport[edit]
Football is played with many teams competing in Saturday and Sunday leagues.[50] The local football club is Rochester United F.C. Rochester F.C. was its old football club but has been defunct for many decades. Rugby is also played; Medway R.F.C. play their matches at Priestfields and Old Williamsonians is associated with Sir Joseph Williamson's Mathematical School.[51]
Cricket is played in the town, with teams entered in the Kent Cricket League. Holcombe Hockey Club is one of the largest in the country,[52]and is based at Holcombe Park. The men's and women's 1st XI are part of the England Hockey League.[53] Speedway was staged on a track adjacent to City Way that opened in 1932. Proposals for a revival in the early 1970s did not materialise and the Rochester Bombers became the Romford Bombers.[54]
Sailing and rowing are also popular on the River Medway with respective clubs being based in Rochester.[55][56]
Film[edit]
The 1959 James Bond Goldfinger describes Bond driving along the A2through the Medway Towns from Strood to Chatham. Of interest is the mention of "inevitable traffic jams" on the Strood side of Rochester Bridge, the novel being written some years prior to the construction of the M2 motorway Medway bypass.
Rochester is the setting of the controversial 1965 Peter Watkins television film The War Game, which depicts the town's destruction by a nuclear missile.[57] The opening sequence was shot in Chatham Town Hall, but the credits particularly thank the people of Dover, Gravesend and Tonbridge.
The 2011 adventure film Ironclad (dir. Jonathan English) is based upon the 1215 siege of Rochester Castle. There are however a few areaswhere the plot differs from accepted historical narrative.
Notable people[edit]
Charles Dickens
The historic city was for many years the favourite of Charles Dickens, who lived within the diocese at nearby Gads Hill Place, Higham, many of his novels being based on the area. Descriptions of the town appear in Pickwick Papers, Great Expectations and (lightly fictionalised as "Cloisterham") in The Mystery of Edwin Drood. Elements of two houses in Rochester, Satis House and Restoration House, are used for Miss Havisham's house in Great Expectations, Satis House.[58]
Sybil Thorndike
The actress Dame Sybil Thorndike and her brother Russell were brought up in Minor Canon Row adjacent to the cathedral; the daughter of a canon of Rochester Cathedral, she was educated at Rochester Grammar School for Girls. A local doctors' practice,[59] local dental practice[60] and a hall at Rochester Grammar School are all named after her.[61]
Peter Buck
Sir Peter Buck was Admiral of the Medway in the 17th century; knightedin 1603 he and Bishop Barlow hosted King James, the Stuart royal familyand the King of Denmark in 1606. A civil servant to The Royal Dockyardand Lord High Admiral, Buck lived at Eastgate House, Rochester.
Denis Redman
Major-General Denis Redman, a World War II veteran, was born and raised in Rochester and later became a founder member of REME, head of his Corps and a Major-General in the British Army.
Kelly Brook
The model and actress Kelly Brook went to Delce Junior School in Rochester and later the Thomas Aveling School (formerly Warren Wood Girls School).
The singer and songwriter Tara McDonald now lives in Rochester.
The Prisoners, a rock band from 1980 to 1986, were formed in Rochester. They are part of what is known as the "Medway scene".
Kelly Tolhurst MP is the current parliamentary representative for the constituency.
Oldbury Viaduct
© 2015 All images and use thereof are copyright of Daryl Hutchinson.
Reproduction of them is forbidden without prior permission
DRS 68016 is seen shunting Beeston sidings prior to working 6K97 Beeston sidings to Crewe Basford hall on 15th April 2016
Buddhist Monastery/Laos (Chinese: pinyin, Japanese: kesa, Korean: gasa, Vietnamese: cà-sa, "chougu" (Tibetan) are the robes of Buddhist monks and nuns, named after a brown or saffron dye...)
Copyright © 2010 by inigolai/Photography.
No part of this picture may be reproduced or transmitted in any form or by any means , on websites, blogs, without prior permission.
A picture taken just prior to being ejected!
The Brazilian owned ex RN privatized operation south of the Tagus river was Belos. At the time of my first and second visits to the area in 1995/6 their huge fleet must have been 50% AEC... paradise on earth for such as myself. However, withdrawals and replacements were the order of the day, and many such were stored at the rear of their central works just outside Setubal. Naturally I thought it necessary to visit the place. Doing the job correctly I reported, phrases and phrase book at the ready to the security office, and by some coincidence we managed to understand each other. Further to that, I ascertained that it was lunchtime .. a protracted affair in that country, and I'd have to wait until the works manager returned for permission. After an hour of wasting precious time, I elected to walk around to the rear via a public right of way, where I also discovered an alternative entrance. Seeing there was no one around, and so much worth photographing I entered and commenced. Needless to say, within a matter of seconds, officialdom returned, via that same gate, and in a tirade the gist of which I got, ejected me!
The UTIC AECs seen here were the predecessors styling wise of those in the previous picture.
PATTERSON'S STORES
Beaver Point, Fulford Harbour (corner card / handstamp in red ink)
In 1915 William Downie Patterson established the Beaver Point General Store at Beaver Point. Regular steam ship service provided the staples and the Beaver Point General Store & Post Office served the Beaver Point area until 1951. LINK to the complete article - saltspringarchives.com/historical/patterson.html
William Downie Patterson
(b. 2 October 1888 in Colorado, United States – d. 25 September 1992 at age 103 in Ganges, British Columbia, Canada) - he was the Postmaster at Beaver Point, B.C. from - 1 October 1918 to - 1 September 1951.
His wife - Emily (nee Isherwood) Patterson
(b. 1 October 1895 in Blackpool, Lancashire, England – d. 19 June 1985 at age 89 in Ganges, British Columbia, Canada) - they were married - 30 June 1915 in Victoria, British Columbia, Canada. They had one son - Robert M. Patterson.
Beaver Point (Salt Spring Island) used to be the island’s oldest link with the outside world. Beaver Point Wharf was built by Henry Ruckle so that Beaver Point pioneers could have easier contact with Vancouver Island. Before the steamer service began in 1889, Saltspring Islanders had to row to Vancouver Island for supplies. By 1900, there were six sailings per week, including two mail deliveries. The government purchased Mr. Ruckle’s wharf in 1904 for $400, rebuilt it in 1910, and then again in 1925. The wharf housed a general store, post office, and the residence of Mr. and Mrs. William Patterson from 1915 until the 1950s. When the ferry service moved from Beaver Point to Fulford Harbour, the Patterson business moved with it, and the wharf and building were dismantled in 1960. LINK to the complete article - vancouverisland.com/things-to-do-and-see/parks-and-trails...
- from 1908 "Lovell's Gazetteer of the Dominion of Canada" - BEAVER POINT, a post settlement in Nanaimo County, B.C., 6 miles from Sidney Station, on the Victoria & Sidney RR. It contains 1 school. The population in 1908 was under 50.
(from - Wrigley's 1918 British Columbia Directory) - BEAVER POINT - a post office and settlement on Salt Spring
Island, Nanaimo Provincial Electoral District, reached by C. P. R. steamers from Victoria, distant 35 miles. Farming.
The Beaver Point Post Office opened - 1 December 1884, named in association with Beaver Point, in turn named in 1858. Post Office closed - 30 September 1951.
LINK to a list of all the Postmasters who served at the BEAVER POINT Post Office - www.bac-lac.gc.ca/eng/discover/postal-heritage-philately/...;
sent from - / BEAVER POINT / OC 24 / 40 / B.C / - split ring cancel - this second split ring hammer (A-2) was proofed - 29 May 1914 - (RF C).
Addressed to: McLennan & McFeely & Prior Ltd / Victoria, B.C.
Edward John McFeely was born in 1864 in Lindsay, Ontario. He died on 27 May 1928 in Burnaby, B.C. He was listed as a Tinner for George Blain at 1825 5th Ave. Minneapolis, Minn. in 1890 & 1891, and was still in that city in 1894. Robert Purves McLennan was born in Pictou, Nova Scotia, December 7, 1861. He worked in businesses, including ship-building, in Nova Scotia for several years before moving to Winnipeg in 1882. In 1884, he moved to Victoria and started an ornamental iron business. In 1885 he called upon a friend working in Minneapolis, one he had known in Winnipeg, to become a partner in the rapidly expanding business. In 1885, they decided to open a store in Vancouver. They purchased a lot on Powell Street and had started construction, when the great fire of 1886 destroyed much of the city. Their building was spared, and their goods were needed to re stock the city. The business grew in both Victoria and Vancouver. In 1886, they built a warehouse on Cordova Street, only the second building on that street. In 1896, they incorporated as McLennan, McFeely and Co., Ltd., known colloquially as "Mc & Mc". LINK to the complete article - former.vancouver.ca/ctyclerk/archives/digitized/McMcHTML/...
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On November 12th 2015 GETTY IMAGES unveiled plans for a new stills upload platform called ESP (Enterprise Submission Platform), to replace the existing 'Moment portal', and on November 13th I was invited to Beta test the new system prior to it being rolled out to the general public in December. (ESP went live on Tuesday December 15th 2015)
***** Selected for sale in the GETTY IMAGES COLLECTION on February 24th 2016
CREATIVE RF gty.im/507737740 MOMENT OPEN COLLECTION**
This photograph became my 1,753rd frame to be selected for sale in the Getty Images collection and I am very grateful to them for this wonderful opportunity.
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This photograph was taken in the magic of The Golden Hour around Sunrise, (Sunrise was at precisely 07:39am), at an altitude of Three metres, at 07:20am on Thursday January 28th 2016 off Botany Road and Marine Drive, on the sandy shoreline of Botany Bay in Broadstairs, Kent, England.
I set off at 05:00am on a clear morning, the moon and the stars out to dazzle in temperatures around five degrees, on a pleanst hour and half long journey to enjoy a lovely sunrise. The seven bays in Broadstairs consist of: (From south to north) Dumpton Gap, Louisa Bay, Viking Bay, Stone Bay, Joss Bay, Kingsgate Bay and Botany Bay.
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Nikon D800 21mm 1/15s f/3.2 iso100 RAW (14Bit) Nikon back focus button enabled. AF-C Continuous point focus with 3-D tracking. Manual exposure. Matrix metering. Auto white balance.
Nikkor AF-S 14-24mm f/2.8G ED IF. Nikon MB-D12 battery grip. Two Nikon EN-EL batteries. Nikon DK-17M Magnifying Eyepiece. Nikon DK-19 soft rubber eyecup. Manfrotto MT057C3 057 Carbon Fiber Tripod 3 Sections (Payload 18kgs). Manfrotto MH057M0-RC4 057 Magnesium Ball Head with RC4 Quick Release (Payload 15kgs). Manfrotto quick release plate 410PL-14.Jessops Tripod bag. Optech Tripod Strap.Digi-Chip 64GB Class 10 UHS-1 SDXC. Lowepro Transporter camera strap. Lowepro Vertex 200 AW camera bag. Nikon MC-DC2 remote shutter release. Nikon GP-1 GPS unit.
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LATITUDE: N 51d 23m 19.22s
LONGITUDE: E 1d 26m 14.30s
ALTITUDE: 3.0m
RAW (TIFF) FILE SIZE: 103.00MB
PROCESSED (JPeg) SIZE: 15.71MB
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PROCESSING POWER:
Nikon D800 Firmware versions A 1.10 B 1.10 L 2.009 (Lens distortion control version 2)
HP 110-352na Desktop PC with AMD Quad-Core A6-5200 APU processor. AMD Radeon HD8400 graphics. 8 GB DDR3 Memory with 1TB SATA storage. 64-bit Windows 10. Verbatim USB 2.0 1TB desktop hard drive. WD My Passport Ultra 1tb USB3 Portable hard drive. Nikon ViewNX2 Version 2.10.3 64bit. Adobe photoshop Elements 8 Version 8.0 64bit
The Rabbis taught: Four [Sages] entered the Pardes [literally "the orchard."]. Rashi explains that they ascended to heaven by utilizing the [Divine] Name [i.e., they achieved a spiritual elevation through intense meditation on G‑d's Name] (Tosafot, ad loc). They were Ben Azzai, Ben Zoma, Acher [Elisha ben Avuya, called Acher— the other one — because of what happened to him after he entered the Pardes] and Rabbi Akiva. Rabbi Akiva said to them [prior to their ascension]: "When you come to the place of pure marble stones, do not say, 'Water! Water!' for it is said, 'He who speaks untruths shall not stand before My eyes' (Psalms 101:7)." Ben Azzai gazed [at the Divine Presence - Rashi] and died. Regarding him the verse states, "Precious in the eyes of G‑d is the death of His pious ones" (Psalms 116:15). Ben Zoma gazed and was harmed [he lost his sanity — Rashi]. Regarding him the verse states, "Did you find honey? Eat only as much as you need, lest you be overfilled and vomit it up" (Proverbs 25:16). Acher cut down the plantings [he became a heretic]. Rabbi Akiva entered in peace and left in peace. Ramak now cites the Tikunei Zohar which adds some details not mentioned in the Talmud. The ancient Saba [an old man] stood up and said [to Rabbi Shimon bar Yochai], "Rabbi, Rabbi! What is the meaning of what Rabbi Akiva said to his students, "When you come to the place of pure marble stones, do not say, 'Water! Water!' lest you place yourselves in danger, for it is said, 'He who speaks untruths shall not stand before My eyes.' But it is written, "There shall be a firmament between the waters and it shall separate between water [above the firmament] and water [below the firmament]" (Genesis 1:6). Since the Torah describes the division of the waters in to upper and lower, why should it be problematic to mention this division? Furthermore, since there are [in fact] upper and lower waters, why did Rabbi Akiva warn them, "do not say, 'Water! Water!'"
The Holy Lamp [a title accorded to Rabbi Shimon bar Yochai] replied, "Saba, it is proper that you reveal this secret that the chevraya [Rabbi Shimon's circle of disciples] have not grasped clearly." The ancient Saba answered, "Rabbi, Rabbi, Holy Lamp. Surely the pure marble stones are the letter yud — one the upper yud of the letter aleph, and one the lower yud of the letter aleph [an aleph in script is formed by an upright yud at the top to the right, and an upside-down yud at the bottom to the left, joined by a vav, the diagonal line between them]. Here there is no spiritual impurity; only pure marble stones, and so there is no separation between one water and the other; they form a single unity from the aspect of the Tree of Life, which is the vav in the midst of the letter aleph. In this regard it states, "[lest he put forth his hand] and if he take of the Tree of Life [and eat and live forever]…(Gen. 3:22) Ramak now begins to analyze these passages. The meaning of Rabbi Akiva's exhortation is that the Sages should not declare that there are two types of water. Since there are not [two types of water] one would be causing a separation. This is the meaning of "do not say, 'water, water'" — do not say that there are two types of water, lest you endanger yourself because of the sin of separation. For this reason the old man asked two questions, both of which are real questions: "There shall be a firmament between the waters and it shall separate…" (Genesis 1:6). Thus there are two types of water and a separation between them. In this case, does it not appear to be permissible to refer to two types of water? Even more problematic is that the Torah itself states, "It shall separate between water and water" — the water above the firmament and the water below the firmament. This is a complete separation. The marble stones represent the letter yud. The old man asked a second question — the waters are in fact of two types: water of the firmament and water below the firmament [in rivers, lakes and seas]. Why then did Rabbi Akiva exhort them not to say "water, water, lest they endanger themselves?" On the contrary; it should be permitted to mention two types of water, for this is no worse than the language used by the Torah, and this is also the situation in fact! Now Rabbi Shimon did not wish to explain this matter himself; he wanted his disciples to hear it from the old man. The old man explained that each of the marble stones represents the letter yud. As we have explained elsewhere this means a yud at the beginning, and a yud at the end, according to the mystical explanation of "I am first and I am last" (Isaiah 44:6). The first yud represents chochma, and the second yud represents malchut, which is also chochma according to the mystical explanation of the light that returns from below to above (called or chozer). The upper yud is the yud of the Tetragrammaton (Yud-Hei-Vav-Hei) while the lower yud is the yud of the Name Alef-Dalet-Nun-Yud. The latter is the concept of "female waters" (Mayin Nukvin), and the former the concept of "male waters" (Mayin Dechurin). They are called "female waters" because they receive from below, from the performance of the commandments, and through them a person has the ability to affect the higher worlds so that the light will shine forth and become clothed in them, as in a palace. Thus the light that is elicited [by the performance of the commandments is like] a king in his palace. These are also the keys to the inner and outer aspects. The inner aspect is the light of the Tetragrammaton, which undoubtedly descends as or yashar from above to below. The outer aspect is that which returns according to the mystical explanation of or chozer. This is the meaning of the statement in regard to the sefirot "from below to above, and from above to below," as explained elsewhere. This is signified by the top and the bottom yuds of the aleph. This is also the secret of the intertwining (shiluv) of the two Names --Yud-Alef-Hei-Dalet-Vov-Nun-Hei-Yud — with the upper yud at the beginning and the lower yud at the end. These two yuds are referred to in the passage "pure marble stones." Each of the yuds is a stone because its shape is round like a stone. It is called "marble" because marble is generally white, which is indicative of the attribute of Mercy (in Hebrew rachamim). In this sense it is also similar to water [which represents kindness]. Now since these two yuds are the aspect of compassion, just like water, which is called "waters of kindness," they are therefore referred to as "marble," as we just explained. We can also explain this by way of [the science of] tzeiruf (letter combinations and permutations): The sefira of chochma is called yesh — "being" [since it is the first immanent sefira], spelled Yud-Shin in Hebrew. The lower chochma [i.e., malchut] is called shai [Shin-Yud — the identical letters, but in reverse order]. When both words are combined they form the word shayish — Shin-Yud-Shin ("marble"). The yud is chochma, the source, and the shin is the emanation of its branches [i.e., the branching out into sefirot according to the mystical explanation of or yashar]…Malchut is called shai according to the mystical explanation of the light that reverses (or chozer). When these two words, signifying these two types of light, are combined to form the word shayish (the two yuds combine into one). They are the letter yud...the upper and lower yuds of the aleph are joined by a diagonal vav
They are called "pure," for there are a number of different types of water [mentioned in the Torah]; one of these is mei nida — literally waters of impurity [because they are used to purify a person after he became contaminated by contact with the dead. Water from a living spring is mixed with the ashes of the red heifer and is then sprinkled upon the impure person]. Separation and division is mentioned in regard to this type of water, as will be explained. These waters [of the pure] marble stones are completely pure and pertain to Atzilut.
"They are the letter yud — one the upper yud of the letter aleph…" We already explained above that the Name Yud-Alef-Hei-Dalet-Vav-Nun-Hei-Yud has the upper and lower aspects of chochma [represented by the two yuds] and six letters in between, alluding to the letter vav [which has a numerical value of 6. Note that the upper and lower yuds of the aleph are joined by a diagonal vav. This is the way a scribe traditionally writes the letter א]. This symbolizes tiferet, which branches out into six extremities [tiferet is the central sefira of the six sefirot of Zeir Anpin]. The vav is situated between the yuds in order to join them. That is to say, through tiferet the daughter [malchut] is able to ascend "to her father's house as in her youth."
It is for this reason that Rabbi Akiva warned them not to say that those two marble stones were separated from one another, G‑d forbid, for this is not true. On the contrary, the firmament between them, which is tiferet, actually unites them and through it they are joined together. There is no separation other than in a place of spiritual impurity, as it is written, "to separate between the impure and the pure" (Leviticus 11:47). But in a place of purity — pure marble stones — "do not say, 'water, water." This is what the old man was explaining, "Here there is no spiritual impurity… they are from the aspect of the Tree of Life…" These waters are in Atzilut and therefore there is no separation between them… on the contrary, the firmament unites them….
The tree of life. It is arguably one of the most popular symbols in the Bible. It’s too bad that so many people read Genesis, discover the tree of life, and think it’s literal. To do so robs the mind of this ancient symbol’s true beauty and essence! Sometimes called the cosmic or world tree, the tree of life did not originate with the authors of Genesis. For thousands of years it has been used in sacred literature to describe man’s connection with the divine. Although different cultures have known this tree by different names, the essence of this tree’s significance is essentially the same; it represents both divine and natural man, the spiritual and natural world. And just as the tree of life symbolically spans all the worlds of existence, so does man. I know the above sounds super spiritual, so what does it really mean for all of us down here on earth? Simply put, the tree of life is about the evolution of subjective consciousness from the lower planes to the higher planes—the world of physical matter to the world of energetic spirit. And consciousness is the center of it all! Consider the Buddha. He was enlightened under the great Bodhi tree. Is it really just a coincidence that Odin gained supernatural abilities (enlightenment) under the branches of Yggdrasil, the mythological tree of the ancient Scandinavians? How about the fact that ancient Mayan kings, including Pakal Votan, were portrayed on stone monuments with the world tree emerging from their headdress (more enlightenment imagery)? I apologize in advance to the fundamentalist that believes the concept behind the tree of life is unique to Biblical literature, but I don’t think all this imagery is coincidental. In fact, we can easily connect enlightenment with the Biblical tree of life. Consider the scripture from Revelations: “…To him that overcometh [achieves enlightenment] will I give to eat of the tree of life, which is in the midst of the Paradise of God” (Rev. 2:7). The seven seals being opened throughout the course of the Book of Revelations corresponds to the opening of the seven chakras, the cause of enlightenment, and eating from the tree of life is symbolic of the fruit one gains after traversing the many planes of consciousness. They key to understanding the above statement must include a knowledge of both the tree of life and the tree of knowledge of good and evil. ,Let’s review the scripture from genesis that references both trees. Unveiling it will reveal some heavy esoteric knowledge . “And out of the ground made the LORD God to grow every tree that is pleasant to the sight, and good for food; the tree of life also in the midst of the garden, and the tree of knowledge of good and evil” (Genesis 2:9). Why do you think the Genesis author implies that both trees are in the midst of the garden? It is because together they represent different aspects of ONE tree! The world tree is comprised of both the tree of life and the tree of knowledge of good and evil. In the realm of duality you cannot have one tree without the other. The experience of man includes both trees, from limited individual consciousness to the liberation gained through cosmic consciousness. When consciousness (spirit) incarnated on the physical plane, man began living out his existence among hardship and pain. This is part of the growing process, and there is going to be some wounds to lick. But to he who overcomes by continuing to grow consciously will be given to eat of the tree of life.
The key is in the fruit! Within the experience of duality lies consciousness evolution and moving up the tree of life to partake of its fruit. Again, we can prove all this with scripture. Review Genesis 2:9 again. God said the trees in the garden were for food. This has nothing to do with physical food. It’s a about spiritual food. Let’s compare the fruit of each tree from Gaskell’s Dictionary of Scripture and myth. Fruit of the tree of life: “Symbolic of the higher emotions and faculties of the buddhic [Christ] nature laid up for the soul when perfected.” In Revelations Jesus states that the tree of life on either side of the river bears twelve fruits that provide healing. What causes us to express the higher emotions and mental faculties of the Christ? It is through the acquisition of wisdom, which brings healing. “She [wisdom] is a tree of life to them that lay hold upon her…” (Proverbs 3:18). How does anyone gain wisdom? It starts with obedience to God on the physical plane. It ends when one truly learns the lessons (on the soul level) that experience in duality provides. Now consider the other side of this coin: Fruit of the tree of knowledge of good and evil: “A symbol of the experience acquired through the activities of the lower nature and the development of the moral nature.” How does the Bible explain how man acquired experience and learned to develop the moral nature? By being kicked out of the garden (spiritual existence) to live life among “thorns” and “thistles” (duality). This is the fruit of the knowledge of the tree of good and evil! Sometimes the tree of life is inverted in Kabbalah. The inverted tree of life has its roots firmly established in heaven (spiritual planes) and the rest of the tree emanates into the physical world. Likewise, man originated in the Eden, a spiritual plane, and ended up in the physical world, earth. The inverted tree depicts this process. Now it is up to us to climb back up the spiritual worlds. I like to picture the inverted tree as the tree of life and the right-side up tree as the tree of knowledge of good and evil. It makes sense for me to picture the two in this way because remember that the true world tree contains both the tree of life and the tree of knowledge of good and evil. Picturing one tree as inverted and the other right-side up helps me to get a clear picture for the functions of both trees. Tree of LifeThe tree of life then is the ultimate motif of the evolution of consciousness. Its branches reach into heaven, the spiritual planes. The trunk resides on the material plane, and the roots grow into the earth, or underworld, which represents many subconscious aspects of our soul.
The consciousness of man then can be likened unto a tree itself. The ultimate goal is to become complete and whole, which is the true meaning of Biblical perfection. This is accomplished through following and understanding the deeper esoteric meanings of God’s commands.
“And he shall be like a tree planted by the rivers of water, that bringeth forth his fruit in his season; his leaf [true ideals] shall not wither; and whatsoever he does shall prosper” (Psalm 1:3).
Returning to the tree of life is to gain enlightenment. It is guarded by Cherubim because we must go through the planes of existence and experience duality in order to raise consciousness before we can gain access. It’s that simple.
Every day that you wake up, consider it your day to experience something that brings you one step closer to again gaining access to the tree of life, or enlightenment! And it’s all Biblical! I especially want Christians who are questioning orthodox interpretation to know this, so I’ll say it again. It’s all Biblical! Don’t fret the fact that the Bible is truly a book with eastern concepts woven throughout. Doing so only limits the truths provided through this great book. It certainly isn’t of isolation.
Did the Tree of Life mentioned in the book of Genesis, have power to impart immortality to mortal man, as might be deduced from Genesis 3:22?’
The Tree of Life stood in the centre of the Garden of Eden which elsewhere is called ‘The Garden of the LORD’.1 It was a real tree, to be sure, but let me suggest that it was also symbolic of the fact that God was, and is, the source of eternal life and blessing. Adam and Eve were to have their life centred in Him, even as the Tree was in the centre of His Garden. Other parts of the Bible also mention The Tree of Life. In Ezekiel 47:12 (NASB) we read of trees whose ‘fruit will be for food and their leaves for healing’. This image is taken up also in Revelation 22:2. It is clear particularly in Proverbs where a number of things are referred to as ‘a tree of life’ (wisdom (3:15), the fruit of the righteous (11:30), desire fulfilled (13:12), and a soothing tongue (15:4)) that the Tree of Life in these references symbolises that which brings joy and healing to people. This, I suspect, was what the original, the real Tree of Life in the Garden of Eden symbolised. It was material, yet it stood for the blessing of eternal life which God would give to Adam and Eve, and their descendants, if they were to pass the test of obedience. They were permitted to eat of any tree in the Garden except the Tree of the Knowledge of Good and Evil on pain of death.2 Now, use a little lateral thinking. What else in the Bible is real and material, yet at the same time symbolises the life which is in Christ and points us repeatedly to Him? Something in which Christians share, and which reminds them that Jesus’ death brings us life? It is the sacrament of the Lord’s Supper.
IF ADAM PASSED THE TEST OF OBEDIENCE, IT WOULD BE THE MEANS OF GOD’S IMPARTING ETERNAL LIFE TO HIM. Now, let us return to the Garden of Eden. I want to suggest that the Tree of Life was there to perform such a sacramental function. If Adam passed the test of obedience, it would be the means of God’s imparting eternal life to him, not by magic, but by the working of his Spirit ‘by, with and under’ the fruit of the Tree. But Adam sinned. He failed the test and lost his right to eat from the Tree. As one commentator puts it, ‘that he might understand himself to be deprived of his former life, a solemn excommunication is added; not that the Lord would cut him off from all hope of salvation, but, by taking away what he had given, would cause man to seek new assistance elsewhere.’3 Just as Christians who profane the Lord’s Supper are subject to judgment, so Adam would have been further condemned if he had presumed to eat the fruit to which he was not now entitled. In doing so, he would have been trying to rob life from God, a grave blasphemy. The implication of Genesis 3:22 (NIV) ‘And the Lord God said, “The man has now become like one of us, knowing good and evil. He must not be allowed to reach out his hand and take also from the tree of life and eat, and live for ever,”’ is that he, and us with him,4 would have been plunged into a condition of absolute lostness. He would have lived eternally cut off from God without hope of escape from the terrible consequences of sin. This would have been God’s just punishment for such a presumptuous sin, not merely a ‘magical’ effect of the Tree of Life. Mercifully, God did not permit this to happen.5 Adam was cast out of the Garden of Eden. No longer could he even contemplate eating from the Tree of Life. It was beyond his reach. Physical death now began to enter the human race. Adam began to die! The last Adam (Christ) later came to Earth to die so that through faith in Jesus, we may now inherit the eternal life Adam forfeited. Indeed, Jesus says to those who persevere in faith, ‘To him who overcomes, I will grant to eat of the Tree of Life which is in the Paradise of God.’6 The Genesis account of the Tree of Life reminds us there is only one way to attain to an eternal life of blessedness—the way God has appointed. That is through His Son, the Creator of heaven and Earth—the Lord Jesus Christ. It is He alone who can say, ‘I am the way, the truth and the life.’
The Muslim man explained that probably the most fundamental difference is that the Koran2 speaks of Jesus as a prophet—definitely not the Son of God. That evening, the Australian-born student told her father of the encounter, and asked, ‘Dad, I’ve been thinking … our bodies are unclean! Why would God, who is pure, sully himself by coming down to Earth in human form?’ After her father failed to give a reasoned answer, she turned her back on the church, converted to Islam and later married a Muslim.3. Such a question requires only a basic understanding of the Atonement to answer. Salvation required a sacrificial ‘last Adam’ (1 Cor. 15:45) to shed His blood in death, one who was a physical descendant of the first, yet sinless. This could be fulfilled only through God incarnate, Jesus Christ (Hebrews 9:12, 22). Notice, though, how all this is built upon the foundational Genesis truths of the first Adam bringing in sin and death, and the first shedding of blood as a covering for sin (Genesis 3:21). The increasing confusion caused in the church by long-age compromises (which, by putting suffering, death and bloodshed before Adam, undermine these truths) is a major reason why so many today cannot give reasoned answers to basic Gospel-related questions (contravening 1 Peter 3:15). This leaves young people in the church vulnerable to being tossed by winds of false doctrine (Ephesians 4:14).
Following September 11, 2001, the increased prominence of Islam in the media, and public declarations by government (and many church) leaders that Islam is a ‘great’ religion, will likely raise further questions in the minds of many young people in the churches. E.g. ‘Do Jews, Christians and Muslims worship the same God?’ and ‘What does the Koran say about the Bible?’ Many Christian commentators have sought to raise awareness of fundamental doctrinal differences between the Koran and the Bible (see below), but few people are aware of how the Muslim’s holy book starkly contradicts the Biblical account of our origins. Genesis provides a unified description of Creation; the Koran does not. Creation, The Fall, Flood and Babel . Genesis provides a unified description of Creation; the Koran does not. Instead, fragmented passages are scattered across many of its 114 chapters (‘Sura’). The tables (below) attempt to assimilate these fragments for a clearer picture of what the Koran says, compared to the Bible. The many contradictions highlighted in these tables surely demolish any claims that the ‘revelation’ given to Muhammad is not a corruption of, but reliably builds upon, Judeo-Christian history. Eve’s distorted view, obviously wrong, is portrayed as truth in the Koran. For instance, the Koranic account prohibits Adam from going anywhere near the Forbidden Tree, while Genesis says that God only commanded Adam not to eat its fruit (see Table 2). (Man had been placed in the garden to tend it (Genesis 2:15), which seems to require physical access to each tree for e.g. pruning.) Interestingly, the Bible relates that Eve, who was deceived (1 Timothy 2:14), had misconstrued God’s instruction to not eat of the fruit from the tree to instead also mean not to touch it (Genesis 3:3). Yet Eve’s distorted view, obviously wrong, is portrayed as truth in the Koran [update: see Did Eve lie before the Fall?—Ed.]. The Biblical account of origins also makes more sense of today’s world than does the Koran—e.g. the presence of sin, violence, death and the origin of languages (and concomitant minor ‘racial’ differences). The Bible explains why the whole creation is so obviously groaning, in bondage to decay (Romans 8:19–22). In contrast, the Koran makes God responsible for death and suffering (see Tables 1 and 2), in common with long-age and evolutionary Christian views, and Eastern religions.
The Koran and evolution
With the increased adoption of evolution-based curricula, some Muslim leaders and scholars began to recognize the threat to Islam from a rising tide of evolutionary thinking. Their response has been either to attack evolution, or, more commonly, to blend it with Islam.
New Scientist reported that Islamic creationist books cite and copy Christian creationists, but with Biblical references deleted.
1. The Islamic creationists
The creationist Muslims claim that ‘The theory [of evolution] and the holy Qur’an are in direct conflict with each other and no compatibility is possible anywhere.’4 New Scientist reported that Islamic creationist books cite and copy Christian creationists, but with Biblical references deleted.5
2. The Islamic evolutionists
Evolution-believing Muslims seem to be far more numerous, and vocal, than creationist Muslims.
They have a substantial strategic advantage precisely because the Koran is so vague, nebulous and seemingly open to various interpretations.6 They delight in pointing out that, in contrast, ‘There is absolutely no ambiguity whatsoever in the Biblical description of the Creation in six days followed by a day of rest, the sabbath, analogous with the days of the week.’7 These evolution-accommodating Muslims are adamant that the ‘days’ of Creation in the Koran ‘mean in reality “very long Periods, or Ages, or Aeons”?’.7 Muslim apologists gleefully point out that the Koran is compatible with evolution where the Bible is not. Muslim apologists gleefully point out that the Koran is compatible with evolution where the Bible is not, e.g.: ‘Neither here nor anywhere else in the Holy Qur-án is it affirmed that Adam was the first man, or that there was no creation by God before Adam, nor that Adam lived or man was created, or the earth made, only six thousand years ago.’8,9 Long-age Muslims exploit the Bible’s explicit detail of the Flood, too. They say that because the Bible clearly says there was a recent global Flood, while ‘science’ says there was not, the Bible is wrong and the Koran is thus confirmed to be right!10 Some of the Muslim literature even claims that the Koran shows that Allah revealed to Muhammad details about the ‘big bang’, ancient universe and evolution long before scientists began to ‘discover’ such ‘facts’.11
Christian awareness: In the same way that being aware of evolutionary challenges to our faith helps us to be ready with answers,12 so, too, we need to be aware of what religions, including Islam, actually say, in order to be better prepared to answer our children’s questions.13 When men teach things that are contrary to the Bible, we are commanded to actively oppose such ideas (2 Corinthians 10:5). Christians need to be ready to help guide young people through the kinds of ‘intellectual crisis of faith’ that many confront in their teenage years—whether because of exposure to evolutionary teaching, or to other religions.
Knowing that the Word of God accurately explains our world ahead of all opposing ideas not only strengthens our own faith, but gives us the confidence to reach out in love to challengers—including Muslims. In Koran 6:91, the Book given to Moses is described as ‘a light and guidance to man …’
Using Genesis to reach Muslims?
Just as the Apostle Paul used Athenian beliefs to draw his Greek listeners to the truth of the Gospel (Acts 17:22–23, 28), Christians could use a similar approach when talking with Muslims. One could start by reminding the Muslim that the Koran says that the Scriptures of Jews and Christians were given by God, e.g. Koran 2:87—‘We gave Moses the Book and followed him up with a succession of Apostles; We gave Jesus the son of Mary Clear (Signs) and strengthened him with the Holy Spirit.’ Similarly, in Koran 6:91, the Book given to Moses is described as ‘a light and guidance to man …’ . So why so many irreconcilable differences between Genesis 1–11 and the Koran? A Muslim might say that today’s copies of the Bible have been corrupted. But the earliest Biblical manuscripts (e.g. in the British Museum14) date from before Muhammad, demonstrating the reliability of our current copies. The Bible explains that death, violence, pain and decay entered a once-perfect Creation as a result of Adam’s sin in the garden of Eden. A further challenge for the Muslim would concern the presence of death, suffering, grief, etc., in the world. Consider the following exchange between American TV host Larry King and Georgetown University’s Islamic professor of theology, Maysam Al-Faruqi:
KING: Maysam, if you believe in heaven and paradise, then dying is good?
AL-FARUQI: Absolutely. And dying is perfectly natural, it’s the end of things.
KING: Why do we treat it tragically? … …
AL-FARUQI: Well, there is the pain …15
So in this Muslim (also theistic evolutionary) view of death as ‘perfectly natural’, why grieve and wail at the death of a loved one? The Islamic professor’s answer, ‘Well, there is the pain …’ begs the question: ‘So pain and suffering are a “natural”? part of God’s good (Koran 32:7) creation, too?’ Clearly, Muslims have no satisfactory answer.But the Bible explains that death, violence, pain and decay entered a once-perfect Creation as a result of Adam’s sin in the garden of Eden (Genesis 2:17, 3:19; Romans 5:12–17; 8:19–22; 1 Corinthians 15:21–22). Thankfully, this situation is only temporary, as God gave his Son, Jesus Christ, the second Person of the Trinity, that those who believe in Him can look forward to the coming restoration, to a world with ‘no more death, mourning, crying or pain’, i.e. no more Genesis Curse (John 1:18, 3:16; Acts 3:21; Revelation 21:4, 22:3).
In Islam, Adam (Ādam; Arabic: آدم), whose role is being the father of humanity, is looked upon by Muslims with reverence. Eve (Ḥawwāʼ;Arabic: حواء ) is the “mother of humanity.” The creation of Adam and Eve is referred to in the Qurʼān, although different Qurʼanic interpreters give different views on the actual creation story (Qurʼan, Surat al-Nisaʼ, verse 1).
In al-Qummi’s tafsir on the Garden of Eden, such place was not entirely earthly. According to the Qurʼān, both Adam and Eve ate the forbidden fruit in a Heavenly Eden (See alsoJannah). As a result, they were both sent down to Earth as God’s representatives. Each person was sent to a mountain peak: Adam on al-Safa, and Eve on al-Marwah. In this Islamic tradition, Adam wept 40 days until he repented, after which God sent down the Black Stone, teaching him the Hajj. According to a prophetic hadith, Adam and Eve reunited in the plain of ʻArafat, near Mecca. They had two sons together, Qabil (Cain) and Habil (Abel). There is also a legend of a younger son, named Rocail, who created a palace and sepulcher containing autonomous statues that lived out the lives of men so realistically they were mistaken for having souls. The concept of original sin does not exist in Islam, because Adam and Eve were forgiven by God. When God orders the angels to bow to Adam, Iblis questioned, “Why should I bow to man? I am made of pure fire and he is made of soil.” The liberal movements within Islam have viewed God’s commanding the angels to bow before Adam as an exaltation of humanity, and as a means of supporting human rights; others view it as an act of showing Adam that the biggest enemy of humans on earth will be their ego. The Garden of Eden is spoken about prominently in the Quran and the tafsir (interpretation). This includes surat Sad, which features 21 verses on the subject, surat al-Baqarah, surat al-A’raf, and surat al-Hijr. The narrative mainly surrounds the expulsion of Iblis from the garden and his subsequent tempting of Adam and Eve. After Iblis refuses to follow God’s command to bow down to Adam for being his greatest creation, Allah transforms him into Satan as a punishment. Unlike the Biblical account, the Quran mentions only one tree in Eden, the tree of immortality, which Allah specifically forbade to Adam and Eve. Satan, disguised as a serpent, repeatedly told Adam to eat from the tree, and eventually both Adam and Eve did so, thus disobeying Allah.These stories are also featured in the Islamic hadith collections, including al- Tabari. The Tree of Immortality (Arabic: شجرة الخلود) is the tree of life motif as it appears in the Quran. It is also alluded to in hadiths and tafsir. Unlike the biblical account, the Quran mentions only one tree in Eden, also called the tree of immortality, which Allah specifically forbade to Adam and Eve. Satan, disguised as a serpent, repeatedly told Adam to eat from the tree, and eventually both Adam and Eve did so, thus disobeying Allah. The hadiths however speak about other trees in heaven.
Prior to taking to the loop as the power on the standard gauge excursion train, Bluestone Mining & Smelting Co. Heisler #1 stops to take on water at the Nevada State Railroad Museum's Wabuska Tank. This tank is said to be modeled after the Virginia & Truckee's wooden tank house at Franktown, NV, which was on the main line between Carson City and Reno.
The locomotive pictured here is an oil-burning, standard gauge, 2-Truck Heisler, which is currently owned and operated by the Roots of Motive Power Museum in Willits, CA. This image was captured during the July, 2022 "Great Western Steam-Up" event at the Nevada State Railroad Museum.
This image shows the Forster - Tuncurry ferry approaching the ramp in Tuncurry, NSW - mid 1950s. The launch guiding the punt is the Monterey built by Alf Jahnsen.
A recent publication written by Chris Borough covering the Forster Ferry Service has been published by the Great Lakes Historical Society, Tuncurry
www.flickr.com/photos/glmrsnsw/27134338901/in/album-72157...
Prior to the construction of a bridge in July 1959, crossing Cape Hawke Harbour at the mouth of Wallis Lake required vehicles to use the punt service that operated between Tuncurry and Forster. Most vehicular punts in NSW operated independently using cables. The Forster-Tuncurry punts, however, were close-coupled to a motor launch as shifting sandbanks had to be negotiated to make the crossing between the two towns.
The first of three punts that were used to provide the service commenced operation in late 1924 and remained in continuous service for nine years. This small punt was replaced in 1933 with a larger punt that was widened by two feet in 1935. The original was retained as a backup until a third and still larger punt was introduced in late 1938. That third punt began operation on Christmas Eve 1938 with the punt that was widened in 1935 kept in reserve. Both remained in service until the opening of the Forster – Tuncurry bridge.
Prior to 1924, regular ferry services operated, but only for passengers. The first commenced operation by July 1890 with an open rowing boat conveying passengers (and a sulky if needed). The demand for a proper ferry service was strong. In 1905 a petition from Forster residents asked the Government to establish an oil-launch ferry service between Tuncurry and Forster, instead of the boat ferry, which was totally inadequate…(SMH Friday 10 November 1905).
By 1907, travellers from Bungwahl could pick up the ferry service provided by an oil launch at the southern edge of Wallis Lake (Charlotte Bay), that would drop them either at Forster or Tuncurry (SMH 26th October 1907). A regular passenger ferry service was also being operated that year by an oil launch running between Forster and Tuncurry, conveying passengers for a 1d return fare (SMH 26th Oct 1907).
Horses, however, still had to be swum across (Maitland Daily Mercury 4th May 1909) . We left our horses and vehicles at Tuncurry and crossed over to Forster in the ferry. During the day the rest of the party employed themselves in swimming the horses across the river and floating the buggies over in boats, and had quite an exciting and arduous time. One of Mr. Bramble's horses was too scared to swim, and was nearly drowned. One of the boats, with a sulky on board, got aground, and took some time to get off.
It was not until February 1924 that Manning Shire Council granted permission for Charlie Blows to provide and operate a combined private passenger and car punt service between Tuncurry and Forster (SMH 22nd Feb 1924). Blows undertook to build and maintain the approaches, as well as provide a vehicular ferry, capable of carrying three and a half to four tons (SMH 22 Feb 1924). Blows’ punt service began operations in November 1924 - Mr. Chas. Blows has installed a new vehicular ferry between Tuncurry and Forster. As a consequence, motor cars are now a common sight at Forster (Dungog Chronicle 18 November 1924.)
Howard (1995) records that Blows had Tuncurry boat-builder, Dave Williams build both a small punt and a launch (commonly, but somewhat misleadingly, termed a “tow” launch) to propel same. No details of the punt and its construction have been located but a newspaper report appears to confirm that it was constructed specifically for the operation. This is a direct road to Newcastle by car, and is considerably shorter than any other road from Forster to Sydney. It will be largely used for through traffic when the vehicle ferry, which has been sanctioned and is now being constructed, is running between Tuncurry and Forster across Wallamba River (SMH 15th April 1924).
With a load capacity of around 4 tons, it is estimated that Blows’ punt was 22 feet in length. It was able to transport one large car or two very small cars, end to end. The launch, originally named the Glen, was fitted with a 7 h.p. Kelvin engine; she was quickly re-named the Kelvin Glen by locals and this became her registered name.
Although the passenger service was subsidised by the Local Government Department, it was an expensive exercise to have a vehicle conveyed on the privately owned punt. Foot passengers were able to travel for free, however, for a one-way trip cars were charged 2/6, lorries 4/-, and horse-drawn vehicles 1/6. To put these fares in context, the average weekly wage in 1930 was £7 per week making a return journey by car of 5/- one fifth of a day’s wages. Any additional trips incurred fares for foot passengers, with one visitor complaining that he was forced to pay 1/- to get the “free” ferry from Tuncurry to take him the extra 150 yards from the terminus at Forster to the local hotel.
Prior to 1930, shipping was generally able to navigate key areas within Cape Hawke Harbour and the punt was usually able to cross readily between the two towns. In 1930, however, the NSW Government decided to remove the sand-pumping dredge “Forster” from the district after some thirty years of continuous service. Despite numerous representations, there was no sand-pumping between 1930 and 1938.
By 1930 there had already been general recognition that the private vehicular ferry service was unduly limited in terms of capacity and cost. In 1931 The Maitland Daily Mercury (23 February) reported: One of the biggest demonstrations of public protest in the history of Cape Hawke was witnessed last Saturday night at the Forster Hall when a most representative gathering assembled to express its disapproval of the manner in which the Stroud and Manning Shire Councils are dilly dallying with the question of the Forster Tuncurry Ferry Service. The meeting had been convened by the Progress Associations of Forster and Tuncurry to voice their dissatisfaction of both Councils, in not carrying into vogue the dictum put forth by the Minister for Local Government in July last, that the vehicular ferry that serves the two towns should be absolutely free and that the existing charges be abolished.
A visitor to Tuncurry recalled his experience (Dungog Chronicle: 9 February 1932) “In the morning we crossed the quarter mile or so of water round the sandbanks to Forster. The punt is a two-car one, and is towed over by C. Blows, who runs the free ferry for foot passengers. It cost 2/6 each way for the car, and thereby hangs a confession. I forgot to pay when going back, and Charlie Blows did not remind me.”
After years of wrangling between the Stroud and Manning Shire Councils and the Transport Commission (formerly the Main Roads Board and by the end of 1932 the Main Roads Department), it was decided to terminate the private ferry service and have a replacement punt provided by Manning Shire Council. A suggestion in 1932 to lengthen Blows’ punt was not followed up and before the year was out it was found that a thirty to forty year old punt that had been operating on the Manning River was available to be relocated. The cost of having the punt transported to Forster and its operation were to be shared by the three statutory bodies. Tenders to provide a launch and operate the new punt service were called and on June 30th 1933 the successful tenderer, Frederick Parsons was announced. Fred’s bid of £375/annum was the lowest. Because the new punt was some ten feet longer than the Blows’ punt (32 ft vs approx. 22 ft), and it could carry three small cars or two large cars and had a load capacity of 6 tons, a more powerful launch was required.
Blows’ contract with the original punt was extended until 17th October 1933 when Parsons finally began operations with his new launch and the council supplied punt (Howard 2009). The modern and powerful launch - the Pacific was built by Frank Avery. As reported (Dungog Chronicle 7 November 1933). The new ferry service which is now in the control of Mr. Fred Parsons has had its baptism; and the little difficulties that might be expected at the outset with the most experienced have been surmounted. Mr. Parsons' new launch has a length of 28 feet, a beam of 8 feet and a depth of 3 feet moulded. All timbers and stringers are of spotted gum, with beech planking. The launch is copper fastened and is fitted with water tight bulk heads according to the regulations of the Navigation Department. It is fitted with an 18h.p. Lister-Diesel engine and is a great credit to the builder, Mr Frank Avery, of Tuncurry. The most pleasing aspect of the new service, of course, is the substantial reduction in the charges for cars and other vehicles, as compared with the former contract. Previously, to convey a car across from Forster to Tuncurry cost 2/6; the new charge is 1/-. The new rate has already been responsible for increased traffic, as many people hesitated to come across and back when it involved a toll of 5/-.
In 1935 the Department of Main Roads and the two Councils involved in providing the service agreed to have the punt widened by 2ft to enable cars to be parked side by side and thus allow four vehicles to be carried at one time. Well respected boat-builder, Henry Miles, was contracted to do the job. As reported in the Dungog Chronicle Tuesday 26 November 1935; There will be general jubilation at the news that the ferry which plies, between Forster and Tuncurry is to be enlarged, says the Taree Times. Under a triple authority (Main Roads Board, Manning and Stroud Shires) it takes time to finalise things like this, but it has been done. The ferry is to be widened to take four cars, two abreast. The work has been entrusted to that well-known and expert shipbuilder, Mr. Harry [Henry] Miles, of Forster, and when he finishes with it there will be no complaints, for Mr. Miles does his work one way — thoroughly. It is intended to split the ferry from end to end and put in another 2ft., which will ensure that the ferry will then accommodate two of the biggest cars abreast, which was not possible in the past. It is expected that the ferry will go on the slip on Thursday next, and be off in two or three weeks. In the meantime traffic will be maintained as usual, Mr. Charlie Blows' punt having been engaged for the purpose.
A year later and a minor crisis: Blow’s old punt that was put into service as a temporary measure while the new punt was being overhauled, sank. The Dungog Chronicle (Tuesday 17 November 1936) reported: - Vehicular traffic between Tuncurry and Forster was held up from about 1 p.m. on Wednesday afternoon until 4 on Thursday afternoon. The new contract for this service is to commence at the beginning of December, and the ferry in general use was put on Mr. Henry Miles' slip on Tuesday to undergo the usual overhaul before commencing on the new contract. The old punt with which Mr. Charlie Blows inaugurated the service [in 1924] was requisitioned and started in the service about 2 on Tuesday afternoon. All went well until about 1 p.m. on Wednesday, while the ferry was tied up on the Tuncurry side, a Chev. lorry, loaded with skimmed milk from the Tuncurry butter factory, boarded the ferry. At the same time the driver of a car wanted to cross and the ferry man asked the man in charge of the lorry to move it over to the side a little more than it was. When this was done one corner of the punt developed a list, which in turn gave the lorry, and its contents, a list, with the result that the corner of the punt went under water and quickly submerged. The lorry was also under water. The services of another lorry were engaged to pull it out. Later in the day the ferry was raised and removed to Mr. Miles' slip, for examination and repairs if necessary . A grainy photograph of the accident scene that appeared in the Sydney Morning Herald (4 November 1936) suggests that the small punt may have needed more than just minor repairs.
By early 1937, Manning Shire Council was well aware of public concerns with the safety of the service (Dungog Chronicle Friday 21 May 1937). Council was advised that in October 1936 the punt had grounded on a sand bank and been carried quite some distance after it was re-floated; the anchor being unable to hold. At the time, the Press had reported that the method of transport was entirely out of date and that it had caused a wave of fear amongst the public.
The Council was well aware that it’s widened 32ft long punt simply couldn't cope with the sheer volume of traffic that was presenting during the annual holiday season and had thus reached its use-by date. As a result, a formal proposal was made to the Department of Main Roads for the purchase of an additional 4-car punt to facilitate the provision of a permanent two punt service; the Department formally declined the proposal on 2 September 1937. (SMH 14 January 1938). Council subsequently decided to try and rent or buy a replacement punt and in October 1937 an advertisement that sought the lease of a punt for three months over the summer season appeared in the press (Newcastle Morning Herald Saturday 23 October 1937). Unable to rent or buy a replacement punt, however, the decision was made to have a replacement built. Initial plans for a new punt were submitted to the DMR on 23rd November 1937 (SMH 14 January 1938).
With the wheels of the bureaucracy slowly turning, matters regarding the punt service went from bad to worse. The punt that had commenced operation in 1933 and was widened by Henry Miles in 1935, sunk spectacularly on 5th January 1938. The report from the Dungog Chronicle of Tuesday 11 January 1938 described the fact that a drowning fatality was avoided, as a miracle! On the punt was Joe Fazio’s bus with twelve passengers aboard, a sedan car with five passengers and a truck. As soon as the punt took off from the wharf at around 8 am the nose of the punt dipped and it seemed likely that the punt would capsize. The passengers in the car climbed onto the roof of the bus and finally all passengers escaped via the ferry to shore. This event created an outcry for the replacement of the existing ferry with a larger and more dependable ferry service.
The public relations debacle appears to have jolted the bureaucrats into action and tenders for the construction of a 40 foot punt were called in 1938 (SMH Friday 4 March 1938). It took, however, until September that year for the Councils to secure the services of Frank Avery to supervise the construction of a new punt using day labour (Dungog Chronicle: Friday 16 September 1938). The new service was launched on 24th December 1938, just in time for the holiday season (Dungog Chronicle Tuesday 24 January 1939).
Although the load limit for the new punt was raised to ten tons in 1939, officially it was still only able to handle four cars – a point made clearly by the NRMA (The Maitland Daily Mercury Friday 10 February 1939): “An N.R.M.A. country inspector who recently travelled over the coastal route from Bulahdelah to Taree by way of Forster and Tuncurry. Commenting on the new punt between Forster and Tuncurry, the Association says that there is little improvement on the old vehicle. The new vessel accommodates four cars and is towed by a motor launch. Thus the journey from one side of the lake to the other takes just as long now as when the old punt was operating.”.
The four car service was propelled by the Pacific until 1st July 1940 when Wylie Gregory won the tender to provide the service. He arranged for Forster boatbuilder, Dave Williams to build a heavy-duty low-line boat - the Britannia - or alternatively spelled Brittania (Howard 1995). The war years, however, soon started to impact on Wylie’s operations. In August 1941 he advised Manning Shire Council that he would terminate his contract in view of decreased traffic owing to petrol rationing. Negotiations followed that resulted in Wylie continuing the operation under changed conditions.
On 1st June 1947 the tender for the vehicle ferry service was won by H.M. Cooke of Forster and it appears that he purchased the Brittania from Gregory, On 15th June 1949 the contract was won by C.A. Blows and Sons. The Brittania was purchased from Cooke, but almost immediately the firm contracted Alf Jahnsen and Leo Royan to build a new launch, the Monterey - named after the local cafe ran by Charlie Blows. In the 1950s the availability of two launches and two punts allowed considerable flexibility for the management of the service. Although the punt that was widened in 1935 was initially only retained as a back-up, with the availability of a second launch, sanity eventually prevailed and the old punt was brought out of mothballs each summer so that a two punt service could be provided during the peak holiday season.
Despite the last punt (built in 1938) being described as only having a capacity to carry four cars, it is commonly believed to have had a capacity to convey six cars. Indeed there are photos in Philip Howard's book showing six cars squeezed onto the punt with vehicles partly standing on the rear ramp with the rear gates open. Graham Nicholson (personal communication) recalls many occasions when six vehicles were squeezed onto the ferry and the front and rear gates "closed" accordingly – possibly not by the book, but effective!
Punt operations ceased with the opening of the Forster-Tuncurry bridge on July 18th 1959. So ended the service once memorably described: "It must be the most antedated, most unreliable and unsafe method of crossing a river anywhere in Australia." (SMH Friday 5 November 1954)
Image Source - Image Source - Steve Bolin Collection
References - Howard, P. (1995). The ferrymen: the history of the Forster-Tuncurry passenger and vehicular ferry service from 1890 to 1959 - by Philip Howard.
More Forster Ferry images are contained in the ALBUM Forster - Tuncurry Ferry
Acknowledgements. Chris Borough and Ron Madden undertook the detailed research that was the basis for this contribution.
All Images in this photostream are Copyright - Great Lakes Manning River Shipping and/or their individual owners as may be stated above and may not be downloaded, reproduced, or used in any way without prior written approval.
GREAT LAKES MANNING RIVER SHIPPING, NSW - Flickr Group --> Alphabetical Boat Index --> Boat builders Index --> Tags List
Church of St George the Martyr, Dean Prior, Devon was first recorded by the Bishop in 1186 as part of the possession of the Priory of Plympton. The first known priest, Gervase of Crediton, was ordained in 1261. Of his church, however, only the late 13c / early 14c west Tower and font remain.
The remainder was rebuilt in 15c on the site of the Norman church, followed by 17c alterations and heavily restored in late 19c when the south porch was built.
The two stage tower has a central polygonal stair-turret on the south side, with bell openings and an embattled parapet.
The 12c red sandstone Norman font is intricately carved with frieze crosses, Saltire and two elongated dragons. The font cover, much restored, dates from 17c . www.flickr.com/gp/52219527@N00/pRT0h47m28
The poet Robert Herrick 1591 - 1674 was vicar here from 1629-1647 when he was evicted during the Cromwellian period, returning after the Restoration of the monarchy in 1662 to the end of his life. In those days the parish population was about 400 people - now the population has reduced to approx 160.
Robert Herrick composed the epitaph to his patron Sir Edward Giles 1637, lord of the manor, and his wife Mary Northcote who kneel with their son on the south nave wall. www.flickr.com/gp/52219527@N00/7hxf22E34r
The great yew tree in the churchyard was planted in 1780.
The lych gate was built last century www.flickr.com/gp/52219527@N00/28v4i8082n and replaced the church house and almshouses.
The village surrounding the church, once included a school, and many cottages, these were all pulled down to build the new A38 Devon Expressway, between Exeter and Plymouth. . leaving the church lying directly to the left of the main road,
The interior has plastered walls. The four bay north and south arcades with low monolithic granite octagonal piers, have crude uncarved octagonal capitals and double-chamfered two-centred arches. The arch-braced nave and aisle roofs appear to be 19c www.flickr.com/gp/52219527@N00/E1u57FT4Co The late 19c / early 20c furnishings include:- painted wooden reredos and wainscoting in chancel, www.flickr.com/gp/52219527@N00/8aVTN26byc carved choir stall ends and octagonal pulpit.
Herrick is buried in an unmarked grave in the churchyard but is now remembered with a wall memorial and glass in the east chancel window
Adrian Platt CCL www.geograph.org.uk/photo/1715795
Prior to last July , this would have been a weekly event , having Fish & Chips from the Chippy .
But regrettably now I only can eat them occasionally .
But you can't go to the Sea side and not eat Fish & Chips !
So here we have Haddock , Chips and Mushy Peas , with some unordered salad items ( why ? )
Southend-on-Sea , Essex .
Friday lunchtime 17th-July-2020 .
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President Joe Biden and Vice President Kamala Harris meet with artist and disabilities activist Tyree Brown in the Oval Office of the White House on Monday, July 26, 2021, prior to the President’s remarks on the 31st Anniversary of the Americans with Disabilities Act. (Official White House Photo by Adam Schultz)